




1 



Digitized by tine Internet Arcinive 
in 2010 witii funding from 
Tine Library of Congress 



littp://www.arcliive.org/details/centennialexliibiOOpitt 





& stl.ry) 



ENNSYLYANIA 



Rand, McNally & Co., Pki.nteks a.nd ENGKAVEUt;. 



To the Traveling Public. 



rri HIS pamphlet will be distributed through Ticket Agents at all the principal 
I railroad stations in the United States gratuitously, and copies will be mailed, 

free, to any address, on application to the undersigned. 
All inquiries in relation to arrangements for transportation of visitors to the Cen- 
tennial, addressed to the undersigned, will receive prompt attention, and every effort 
will be made to accommodate and oblige the patrons of this line. 

The following representatives of this department will furnish full information, 
and make all arrangements desired for transportation from the several cities named : 
J. R. Erringer, Jr., General Agent, 25|S Montgomery St., San Francisco, Cal. 
W. D. Wetherell, Traveling Agent, St. Louis, Mo. 

W. A. Warner, Passenger Agent, S. W. corner 4th and Jefferson Sts., Louisville, Ky. 
W. M. Wallington, General Southern Agent, New Orleans, La. 
E. Gallup, Western Passenger Agent, 121 Randoph St., Chicago, III. 
J. B. Brown, Passenger Agent, Indiarui'polis, Ind. 
S. B. -Tones. Oen. S. W. Pass. Agent, 155 West 4th St , Cincinnati, 0. 
W. 1^. O'Brien, Gen. Pass, and Tkt. AgH, 219 N. High St., Columbus, 0. 
C. H. Clough, Ticket Agent, Union Depot, Dayton, 0. 
Through tickets, summer excursion routes, sleeping car accommodations, maps 
and time schedules, can be obtained at the following ticket offices of the Company : 

ST. LOXJIS. 

Vandalia Office, S. E. Cor. 4tli and Chestnut. I Union Depot Ticket Office. 

LOUISVILLE. 



n| 



J., M. and I. Dep. Office,cor.l4tli and Main Sts. 
U.S. Mail Line Office, S . W. Cor. 4tli and Main 

Streets. 
W. A. Warner, Pass. Agt., S. W. Cor. 4th and 

JeiFerson Sts. 



.^ys*^ 



Louisville, Cincinnati and Lexington Depot. 
L., C. and L. Office, S. W. Coir. 4tli and Jeff- 
erson Streets. 
L. and N. Office, S. "W. Cor. 4th and Main Sts. 
J., M. and I. Office, S. W. Cor 3d and Main Sts. 

CHICAGO. 

Depot, Cor. Clinton and Carroll, West Side. I City Office, 121 Randolph Street. 

iivi>ijiL]VA.r»oLi©. 

Union Depot Ticket Office. | City Office, Cor. Washington & Illinois Sts., 

I Bates House Block. 

d]V<CTIV>^^TI. 

Little Miami Depot, East Front Street. j City Office, 131 Vine St., (next to Pest Office.) 

General Office, 155 West 4tli Street. ' Grand Hotel Ticket Office. 

COLXJ3II5XJS. 

Union Depot Ticket Office. I Office Gen. Pass. Ag't., 219 N. High St. 

r>j^YTO]V, o. 

Union Depot Ticket Office. 

( '• And at principal Ticket Offices in the West, South and Southwest. 

W. L. O'BRIEN, 

General Passenger and Ticket Agent, 
2 19 N. High St., Columbus,©. 



THE CENTENNIAL EXHIBITION. 



World's Fairs are of modern origin, ana are 
legitimate results of progress in tlie arts and sci- 
ences. When Flanders made woolen cloth for 
all Europe, when the Indies supplied that con- 
tinent with silks, Persig, and Turkey furnished 
it with carpets, Venice with glass, Saxony with 
porcelain, andltaly with articles of bijouterie- 
each of these nations enjoying a comparative 
monopoly of its specialty — the products of all 
could not, according to the sentiment of the age, 
be concentrated, because the desire was to retain 
the mystery of the art by which each profited. 
But, one by one, the secrets of these and other 
manufactures were obtained by the nations of 
Western and Central Europe ; in some instances 
the discoveries being made by artifices and sac- 
rifices approximating the marvellous, and, once 
gained, it was not long until those progressive 
nationalities achieved a mastery in producing 
the essentials of adornment and comfort which 
the world's advancing refinement demanded. 
Monopoly of production being no longer possi- 
ble in any principal branch of industry, the pro- 
ducers soon learned the advantage of bringing 
together the fruits of their skill, so that the 
progress each had made could be demonstrated, 
and a stimulus thus be given to further improve- 
ment, both in results obtained and in methods 
of obtaining them. These gatherings served 
the purpose not only of schools in mechanics 
and manufactures, as well as in the higher 
branches of art, but they acted as stimulants to 
trade and commerce by demonstrating where 
improvements had been greatest, and thus indi- 
cating the best localities for procuring supplies. 

The first of these general fairs of which any 
authentic record is preserved was held in France 
in 1798, at about the period when that nation 
was entering upon its wonderful career of man- 
uf actui'ing success. This was followed by simi- 
lar exhibitions in 1801, 1802 and 1806. Then, 
for thirteen years they were intermitted, while 
industrial progress yielded to military ambition ; 
but in 1819 they were revived, and were repeat- 
ed in 1823,-1827, 1834, 1839, 1844 and 1849. 
Belgium held one at Ghent, in 1820 ; Ireland, 
at Dublin, in 1829 ; Prussia, at Berlin, in 1844 ; 
Austria, at Vienna, in 1846 ; England, at Bir- 
mingham, in 1849, and in succeeding years at 
many other provincial cities ; Bavaria, at Mu- 
nich, in 1854 ; Holland, at Amsterdam, in 1859; 
and Russia, at Moscow, in 1872. These fairs 
were at most only international — the products 
exhibited being those of the nations holding 
them, with limited contributions from outside 

1 — P.H 



communities with whom commercial inter- 
course existed, and who were attracted by a 
desire for increased trade. 

The first exhibition deserving the name of 
World's Fair was held in London, in 1851. This 
was followed by one, designed on an approxi 
mate scale, in New York, in 1853. Paris came 
next, in 1855. London repeated its exhibition 
on a grander scale, in 1862. Paris again follow- 
ed by one more complete, in 1867; and Vienna 
inaugurated the largest ever yet held, in 1873. 
The South American Republic of Chili held 
one at Santiago, in 1875. Next in order will 
come that in Philadelphia, in 1876, designed to 
commemorate the Centennial of the Indepen- 
dence of the United States. As this will be the 
most interesting of all similar exhibitions be- 
cause of its commemorative character, as well 
as the largest in area, the widest in scope, and, 
in all probability, the most numerously attend- 
ed, a notice of its inception and progress may 
not be uninteresting. 

In December, 1866, Professor J. L. Campbell, 
of Wabash College, Indiana, wrote to Hon. 
Morton McMichael, then Mayor of Philadelphia, 
suggesting the holding of an International Ex- 
hibition at that city in 1876, as the most suitable 
method of observing the cor»pletion of the first 
century of American national existence, and 
presented many reasons why such Centennial 
celebration should be held in Philadelphia. 
Mayor McMichael, in reply, cordially endorsed 
the proposition in his own behalf, as well as on 
the part of many prominent citizens of the city, 
and promised to take measures, at the proper 
time, to secure its accomplishment. In Novem- 
ber, 1868, Professor Campbell wrote a second 
letter to Mayor McMichael, urging immediate 
action, and to this received a reply concurring 
in the opinion that the time had arrived when 
an active effort should be made to carry out the 
suggestions previously submitted and consid- 
ered. 

The agitation of this subject was continued 
in various ways, and on the 20th of January, 
1870, JohnL. Shoemaker, Esq., a member of the 
Select Council of Philadelphia, introduced reso- 
lutions, which were unanimously adopted in that 
and in the Common Branch, endorsing the prop- 
osition to hold an International Exhibition at 
Philadelphia, in 1876. These resolutions were 
the first official act relating to a Centennial cel- 
ebration. The Legislature of Pennsylvania 
and the Franklin Institute of Philadelphia 
promptly endprsed the movement, and appoint- 



nil II 



II I|III1I|II II I |l|||il M 







THE CENTENlSriAL EXHIBITIOlSr. 



ed committees to unite with the joint commit- 
tee of City Councils in presenting a memorial 
to Congress, showing the design and scope of 
the enterprise, and the importance of its being 
held under the auspices of the Government of 
the United States. 

The memoria,! of these committees was pre- 
sented to Congress in January, 1871, and in ac- 
cordance therewith, Hon. D. J. Morrell, a rep- 
resentative from Pennsylvania, and Chairman 
of the House Committee on Manufactures, in- 
troduced a bill creating the United States Cen- 
tennial Commission, whose duty it was to pre- 
pare and superintend the execution of a plan for 
holding an Exhibition of American and Foreign 
arts, products and manufactures, under the 
auspices of the Government of the United States, 
in the City of Philadelphia, in the year 1876, 
which bill was enacted into a law on the 3rd of 
March, 1871. 

This legislation gave the proposed Exhibition 
the prestige of a national enterprise, and the 
commissioners authorized under it were prompt- 
ly appointed by President Grant. On the 1st of 
June following, an act was passed creating the 
Centennial Board of Finance, and defining a 
plan by which the funds necessary for the Ex- 
hibition were to be raised. 

The Commissioners met in Philadelphia on 
the 4th of March, 1872, representatives being 
present from twenty-six States and Territo- 
ries. By-laws for the government of the Com- 
mission were adopted; various committees nec- 
essary were named, and Hon. Joseph R. Haw- 
ley, of Connecticut, was elected President of the 
Commission. The meetings of the Commission 
were continued, with some interregnums, until 
the end of May following, and during these 
sessions a large amount of preliminary busi- 
ness was transacted, such as defining a general 
plan of the Exhibition, the establishment of a 
financial scheme by which the requisite funds 
were to be secured, and the calling for archi- 
tectural designs for the principal buildings to be 
erected. 

The Commissioners being gentlemen of char- 
acter and energy, the work entrusted to them 
was steadily prosecuted, often in the face of 
great obstacles and against unreasonable preju- 
dices, until not onlj'^ the entire American Union, 
but the whole civilized world, conceded its im- 
portance and joined in carrying it to a success- 
ful termination. At a session of the Commis- 
sion, held subsequent to the dates given, Hon. 
A. T. Goshorn was unanimously elected Direc- 
tor-General of the Exhibition, and Prof. Jo^n 
L. Campbell, of Indiana, permanent Secretary. 
These gentlemen, together with Mr. Hawley, 
the President, have been continued in their 
positions to the present time, contributing large- 
ly, by their zeal and ability, to the perfect suc- 
cess of the enterprise. Mr. Goshorn took up his 
residence in Philadelphia and gave himself 
wholly to the work in October, 1873 ; Mr. 
Campbell about the same time, and Gen. Haw- 
ley early in June, 1875. A similar meed of praise 
is due to Hon. Daniel J. Morrell, Chairman of 



the Executive Committee of the Commission. 
Avery great and very honorable work was done 
by the associate corporation, the Centennial 
Board of Finance, of whigh Hon. John Welsh 
has always been President, Hon. Frederick 
Fraley, Treasurer, and Hon. William Bigler, 
Financial Agent — the calamitous financial crisis 
that began in September, 1873, havingmade their 
labors infinitely more arduous than, under ordi- 
nary business conditions, they would have been. 

A clause in the act creating the Centennial 
Commission provided that the President should, 
when informed by the Governor of the State of 
Pennsylvania that provision had been made for 
the erection of suitable buildings for the pur- 
poses of the Exhibition, make proclamation of 
the fact. Governor Hartranft, of Pennsylvania, 
having informed President Grant on the 24th of 
June, 1873, that these provisions had been com- 
plied with, the required proclamation was made 
on the 3rd of July following. In that procla- 
mation the President defines the character of 
the Exhibition, and declares that, " in the in- 
terest of peace, civilization and domestic and 
international friendship and intercourse, I com- 
mend the celebration and Exhibition to the peo- 
ple of the United States, and in behalf of this 
Government and people, I cordially commend 
them to all nations who may be pleased to take 
part therein." 

The details marking the progress and growth 
of the Exhibition, from the permanent organi- 
zation of the Commission down to the present 
time, when its magnitude is assured and its un- 
precedented interest as an event in the World's 
history established, would, however interesting, 
be too cumbersome for a sketch of this kind. 
Those charged with its management have, by 
constant and timely exertions, overcome preju- 
dices, removed obstacles, inspired enthusiasm, 
and secured co-operation, until a complete tri- 
umph has been gained ; and when the doors of 
the magnificent monumental structures erected 
are opened to visitors, they will admit represen- 
tatives from every land, who will come, not only 
as contributors to the latest object-lesson in hu- 
man progress, but as students of the wonderful 
achievements of a century of national liberty. 

Before leaving this branch of the subject, 
simple justice demands that the liberality of the 
State of Pennsylvania and the City of Philadel- 
phia toward the Centennial Exhibition should 
be acknowledged. The amount appropriated by 
the State, directly for Centennial purposes, ag- 
gregates one million and fifteen thousand dollars, 
and by the Cit]'-, one million five hundred and 
seventy-five thousand dollars, showing a total 
contribution from these two sources of two mil- 
lion five hundred and ninety thousand dollars. 
In addition, the private subscriptions by citizens 
of Pennsylvania amount in the aggregate to two 
millions and a half more, making a total direct 
contribution to the Centennial fund, from Penn- 
sylvania alone, of more than five millions of 
dollars. 

The Exhibition will be held in Fairmount 
Park, in the city of Philadelphia, and will be 



THE CENTENNIAL EXHIBITION. 



opened to the public ou the 10th day of May, 
1876, and closed OQ the 10th day of November 
following. Articles in the Exhibition, except in 
such collective exhibits as may receive special 
sanction, are classified in seven departments, as 
follows : I. Mining. II. Manufactures. III. 
Education and Science. IV. Art. V. Ma- 
chinery. VI. Agriculture. VII. Horticulture. 

The Main Exhibition Building, in which 
are grouped the departments of Mining, Manu- 
factures, Education and Science, located by 
countries geographically, in sections running 
crosswise from north to south, is in the form of a 
paiallelogram, extending east and west 1,880 
feet, and north and south 464 feet. This building 
stands upon six hundred and seventy-two stone 
foundation piers, and embraces in its construc- 
tion 3,928 tons of rolled iron, 237,646 square 
feet of glass, and 1,075,000 square feet of roof- 
ing tin, equal to twenty-four and five-eighths 
acres. There are 672 wrought iron columns 
used, varying in height from 23 to 125 feet, 
and weighing in. the aggregate 2,200,000 pounds. 
The weight of iron in the roof is 5,000,000 
pounds. The larger portion of this structure 
is one story in height, and shows the main cor- 
nice on the outside, 45 feet above ground, the 
interior height being 70 feet, 

Tlie general arrangement of the ground plan 
shows a central avenue or nave 120 feet in width, 
and extending 1,832 feet in length. This is the 
longest avenue of that width ever introduced 
into an Exhibition Building. On each side of this 
nave there is an avenue 100 feet in width by 1,832 
feet in length. Between the nave and side ave- 
nues are aisles 48 feet wide, and onthe outer sides 
of the building smaller aisles 24 feet in width. 
Upon the corners of the building there are four 
towers, rising to a height of 75 feet._ In two of 
these towers steam elevators are introduced, 
which will carry visitors to platforms where a 
complete view of the entire interior of the edi- 
fice can be obtained. One of these elevators 
will be exclusively devoted to the use of women, 
the o'her to men. The area of Exhibition space 
contained in this building is twenty-one and a 
half acres. 

The Machinery Building is located 542 
feet from the west front of the Main Building, 
and is upon the same line, the two buildings 
presenting a frontage of 3,824 feet upon the 
principal avenue w^ithin the Exhibition grounds. 
The building consists of the Main Hall, 1,402 
feet long by 360 feet wide, and an annex on the 
south side of 208 by 210 feet. Like the Main 
Building the principal portion of this structure 
is one story, showing the main cornice on the 
outside at a similar height of 40 feet from the 
ground, the interior height varying from 40 to 
70 feet. 

The arrangement of the ground plan shows 
two main avenues 90 feet wide by 1,360 feet 
long, with a central aisle between and an aisle 
on each side. Each aisle is 60 feet in width, 
the two avenues and three aisles making the 
total width of 360 feet. At the centre of the 
building is a transept of 90 feet in width. 



which at the south end is prolonged beyond the 
Main Hall. This transept, beginning at 36 
feet from the Main Hall and extending 208 
feet, is flanked on each side by aisles of 60 
feet in width, and forms the annex for hydraulic 
machinery. The promenades in the avenues are 
15 feet in width, in the transept 25 feet, and in 
the aisles 10 feet. 

The annex for hydraulic machines contains a 
tank 30 feet by 160 feet, with depth of water of 
10 feet. At the south end of this tank will be a 
waterfall 35 feet high by 40 feet wide', supplied 
from the tank by pumps upon exhibition. This 
building embraces fourteen acres of floor space. 

The Art Gallery is a permanent edifice, 
erected at the joint expense of the State of Penn- 
sylvania and the City of Philadelphia, and is to 
be used in connection with the Exhibition, after 
which it will remain as a free Art Museum and 
Institute. It is constructed entirely of granite, 
iron and glass, and is completely fire-proof. 
This structure is 365 feet in length, 210 feet in 
width, and 59 feet in height, rising from 
a basement elevated 12 feet above the sur- 
rounding plateau. It is crowned by a massive 
dome, rising 150 feet from the ground, con- 
structed of iron and glass, surmounted by a 
colossal bell upon which stands a female statue, 
emblematic of Columbia, twenty-three and a half 
feet high, cast in zinc, and weighing three tons. 
Four other smaller statues stand at the base of 
the dome. This building occupies a command- 
ing" situation, overlooking the Schuylkill river 
and the city in the distance. In style it is mas- 
sive and ornate, combining architectural eff'ects 
noA^el in America but admirably adapted to an 
edifice of this kind. The central hall is 287 feet 
long and 85 feet wide, capable of holding 
8,000 persons. In this edifice the fine arts alone 
will be represented, embracing the richest gems 
of painting and sculpture culled from the col- 
lections of the Old and New Worlds. So great 
has been the demand for space in which to 
exhibit these art treasures, that it has been found 
necessary to double the area originally provided, 
and this has been done by the erection of fire- 
proof temporary additions to the Art Gallery. 
There can scarcely be a doubt that the display 
mad: in this edifice, during the Centennial, will 
equal, 12 not excel, in extent, variety and beauty, 
any similar exhibition ever held. 

The Horticultural Building is a crystal 
palace of remarkable beauty, and, like the Art 
Gallery, was erected at the cost of the City of 
Philadelphia, as an adjunct to tlie Centennial 
Exhibition and a permanent ornament to Fair- 
motmt Park. It occupies a position command- 
ing a wide view of park, river and city, and is 
in the Moresque style of architecture of the 
twelfth century, the materials used in its con- 
struction being principally iron and glass. In 
length it is 383 feet, in width 193 feet, and in 
height, to the top of the lantern, 72 feet. 

This edifice is devoted entirely to the exhibi- 
tion of flowers, plants, shrubbery, and rare 
botanical and horticultural specimens, collected 
I from all quarters of the world. The artificial 



THE CENTENNIAL EXHIBITION. 



temperature creat- 
ed causes many 
varieties of lofty 
palms of the tropics 
to grow as they are 
seen in the lands of 
their nativity, while 
orange, lemon, and 
other fruit-bearing 
ti'ees of the sunny 
South, show their 
gleaming fruitage 
through the redun- 
dance of verdure 
that clusters around 
them. Surrounding 
the edifice are par- 
terres of flowers 
and plants, artisti- 
cally arranged, with 
fountains playing 
amidst them, vivi- 
fying with their 
moisture the luxuri- 
ant growth. Prom- 
enades extend in all 
directions through 
these beds of ver- 
dure and perfume, 
and the visitor can 
ascend to galleries 
inside the building 
which overlook the 
entire couservatory 
bringing into view 
a scene of loveliness 
as entrancing as a 
poet's dream. 

The Agricultur- 
al Building con- 
sists of a long nave 
crossed by three 
transepts, both nave 
and transepts being 
composed of Howe 
truss arches of Go- 
thic form. The nave 
is 820 feet in length 
by 125 feet in width 
with a height of 75 
feet from the floor 
to the point of the 
arch. The central 
transept is of the 
same height, and 
100 feet breadth.the 
two end transepts 
70 feet high and 80 
feet wide. The four 
courts enclosed be- 
tween the nave and 
transepts, and also 
the four spaces at 
the corners of the 
bull ding.having the 
nave and end tran- 
septs for two of 




THE CENTENNIAL EXHIBITION. 



their sides, are roofed and form spaces for exhi- 
bits. Thus the ground plan of the building will 
be a parallelogram of 540 by 820 feet, covering 
a Bpace of above ten acres. 

This building is admirably arranged and situ- 
ated for exhibits representing ai'boriculture and 
forest products; pomolog}'; agricultural prod- 
ucts; land auimals; marine animals; fish culture 
and apparatus; animal and vegetable products, 
(used as food or as materials); textile substances 
of vegetable or animal origin ; machines, imple- 
ments, and processes of manufacture; agricul- 
tural engineering and administration; and tillage 
and general management. The display of these 
articles will be unusually large, comprehending 
all nations, and from this .fact cannot fail to 
possess extraordinary interest to many vistors. 
The exhibits will be arranged by classes, all arti- 
cles of a similar kind, no matter from what country 
or clime they come, being grouped together, thus 
afiording superior opportunities for examination 
and comparison. The grounds for the display of 
live stock are outside the exhibition enclosure 
but within convenient distance, and contain 
every requisite for the care and comfort of the 
animals on exhibition. In June and July the 
triils of mowers and reapers will be made on 
the extensive and beautiful farms secured for 
the purpose in Bucks County, Pennsylvania, 
immediately adjacent to Philadelphia. Trials 
of steam plows and tillage implements will be 
had on th« same farms in September and 
October. The exhibition of horses, mules and 
asses will take place from September 1st to 15th ; 
of horned cattle from September 20th to October 
5th; of sheep, swine, goats and dogs from Octo- 
ber 10th to 25th, and of poultry from October 
38th to November 10th. There are three first- 
class driving parks in the near vicinity of Phila- 
delphia, and arrangements h ive been made by 
which the finest and most famous trotting and 
running stock in the United States can, during 
the six months of the Centennial Exhibition, 
be seen in contests for superiority. 

The buildings thus sketched embrace an exhi- 
bition space of forty-eight and a half acres, while 
other public and private edifices erected, directly 
for the purposes of the Exhibition, increase this 
space to sevent}'^-five acres. This exceeds the 
area of the London Exhibition of 1862, fifty-one 
acres; of the Paris Exhibition of 1867, thirty-four 
and a half acres ; and of the Vienna Exhibition 
of 1873, twenty-five acres. 

Grand and imposing as these five Main Exhibi- 
tion buildings are, (and the general verdict of all 
who have seen them is that they are faultless in 
design and perfect in construction,) they are j^et 
but centres in which the principal features of 
the Exhibition, classified under the five distinct- 
ive headings of Manufactures, Machinery, Fine 
Arts, Horticulture and Agriculture, will be 
grouped. Five other edifices have been erected, 
which are properly classified as public, to distin- 
guish them from the numerous buildings con- 
structed by nations, states and individuals for 
special uses and special exhibits. Of these I 
the United States Government Building, 



erected by the General Government, is one of 
the most striking within the Centennial enclos- 
ure. It is 500 feet iu length by 360 feet in 
width, covering an area of more than four acres, 
while its immediately contiguous grounds, util- 
ized for exhibition purposes, increase this 
space to seven acres. The exhibits made by the 
Government, in and around this edifice, are mul- 
tifarious and peculiarly interesting, embracing, 
among others, specimens of all kinds of coinage 
and currency, -by the Treasury Department; of 
rare and valuable papers and documents, by the 
State Department; of all varieties of arms, old 
and new, by the War and Navy Departments, 
including the heaviest field, marine and fortifica- 
tion ordnance ready for action; of countless 
archaeological, geological and mineralogical curi- 
osities, by the Smithsonian Institute; of a mod- 
ern field hospital, 152 by 84 feet, with complete 
equipment, by the Army Medical Bureau ; of 
an encampment showing, in detail, the habits, 
modes of life, and surroundings of the wild 
American Indians on the Western prairies, by 
the Interior Department; and of the means 
used for recording and predicting climatic 
changes, by the world-renowned Weather Bu- 
reau. 

The Women's Pavillion is a very neat 
and tasteful edifice, in the form of a Maltese 
cross, 208 feet by 208 feet. It is emphatically 
what its name implies — a women's Pavillion — 
originated and paid for by the women of 
America, and devoted to the exclusive exhibi- 
tion of the products of woman's art, skill and 
industry. The peculiar characteristics of this 
building, as well as its excellent arrangement, 
will unquestionably make it one of the interest- 
ing features of the Exhibition. The remaining 
public edifices, all of which are tasteful speci- 
mens of architecture, are the Judges' Pavillion, 
152 by 113 feet, containing ten committee 
rooms, four private rooms for the use of the 
Exhibition Judges, and two large halls ; the 
office of the Centennial Board of Finance, and 
the office of the Centennial Commission. 

The edifices erected in the grounds, and 
classified as private, are over fifty in number, 
and are dotted on all portions of the broad space, 
presenting a variety of design that adds mate- 
rially to the general attractiveness of the scene. 
In this interesting collection the Kingdoms of 
Great Britain, Spain, Portugal and Sweden, the 
Republic of France, the Empires of Germany, 
Brazil and Japan, and the Dominion of Canada, 
are represented. Tiie States of Pennsylvania, 
New Jersey, New York, Ohio, Indiana, Illinois, 
Michigan, Wisconsin, ISTew Hampshire, Con- 
necticut, California, Massachusetts, Arkansas, 
Delaware, West Virginia, Kansas and Colorado, 
each has its special building for the accommo- 
dation of its citizens. Suitable edifices are 
erected for the illustration and exhibition of 
photography; for the Bible Society; for the 
shoe and leather interest; for the wagon and 
carriage interest; for the milk-dairy association; 
for the brewery interest; and for the exhibition 
of various schools in America and in Sweden. 



THE CEISTTEISTNIAL EXHIBITION. 




ART GALLERY. 



Plans and models of the cities of Paris, Jeru- 
salem and Mexico, on a grand scale, will be 
shown. A Japanese dwelling, complete in all mi- 
nutia — the material used in the construction of 
which, as well as the workmen who constructed 
it, all being brought from Japan — stands near 
•one extremity of the enclosure, and a Vienna 
bakery and coffee house are in operation near 
another. Five restaurants are located at con- 
venient intervals, all completely finished and 
furnished. These will probably prove as inter- 
esting as they will certainly be useful to visitors. 
The Restaurant " Les Trois Freres Proven- 
9eaux, " and " Sudreau's Restaurant," are not only 
French but Parisian, their furniture and at- 
tendants having been brought from that capital 
of epicurean refinement, and in all essenlials 
they will be exact counterparts of the famed 
Cafes of the Boulevards. Lauber's "German 
Restaurant and Garden " will reproduce at the 
Exhibition the genial profusion and social pe- 
culiarities of the Fatherland, the memory of 
which no wanderer from the regions of the 
Rhine and the Danube ever lets die. The two 
Restaurants, "The American" and "The South," 
represent both sections of the Union, and 
compare favorably, in all respects, with those 
modeled after the standards of the Old World, 
while no dish peculiar to the taste of " Uncle 
Sam" will be lacking from their larders. These 



four establishments will comfortably accommo- 
date fifty thousand guests each day; and so 
careful have the Centennial authorities been to 
guard against imposition upon the public, that 
an attempt at extortion by any one of them will, 
by the provisions of the concession granted,^ be 
cause for the immediate closing of the offending 
establishment. In addition to these, there are 
eight other large restaurants in the immediate 
vicinity, outside the Centennial enclosure, and 
minor places of refreshment are multiplied 
almost indefinitely. Scores of soda-water foun- 
tains, distributed through the grounds, _ will 
give forth refreshing drafts, and a fountain of 
pure ice-water, maintained by the Temperance 
organizations, will supply nature's beverage to 
all, without stint or price. The magnificent 
fountain, erected by the Catholic Total Absti- 
nence Societies, stands near the west end of Ma- 
chinery Hall, and close by is the Hebrew monu- 
ment; while the statue of Dr. Witherspoon, the 
Reverend patriot of the Revolution, rises not 
far from the east end of the main Exhibition 
Building. Several other monumental statues 
are erected in other portions of the grounds. 
Every nook and corner of the vast enclosure is 
utilized or beautified, and wherever the visitor 
may turn he will see something to study or ad- 
mire. Above each entrance of the various build- 
ings will be a numbered banner surmounted by 



THE CEISTTENNIAL EXHIBITION. 



a small flag. The color of the flag will corre- 
spond with the border of the banner, and indi- 
cate the class of the building, viz : Blue— build- 
ings erected by the Centennial Commission; 
red — United States and State buildings; white — 
foreign buildings; yellow — restaurants, places 
of entertainment, etc. ; green — miscellaneous 
buildings. 

No opportunity such as this Exhibition affords 
has ever been, or probably ever will be, pre- 
sented to the American people for observing the 
peculiarities of dress and manners of the nation- 
alities of the world. Each department will be 
attended by individuals in the costume of the 
nation it represents; and thus the Egyptian, the 
Turk, the Japanese, the Chinese, the Moor, 
the Persian, the Spaniard, the Swiss, the Swede, 
the Russian, the South American, and the Pacilic 
Islander, will be seen as in his own land, pursu- 
ing his home avocations. The various races will 
be blended on a common ground, exemplifying 
the distinctions of form and feature which sepa- 
rate the human family into its dissimilar groups. 
Soldiers in the uniforms of England, Spain, Ger- 
many, France, Italy, Belgium, and the United 
States, will illustrate the tastes and traits of those 
powers. The domestic life of many lands will 
be contrasted; and, in counCless ways, the kaleid- 
oscope of the world, as it exists in the nine- 
teenth century, will present itself to the Centen- 
nial visitor. 

The grounds on which the Exhibition is held 
are enclosed within a close board fence, nine 
feet high and sixteen- thousand feet, or near 
three miles, in circuit, within which is an area 
of two hundred and thirty-six acres. The walks 
and drives through these grounds have a total 
length of seven miles, while live and a half miles 
of narrow-gauge railway, operated by steam, 
surround and intersect them, aifording rapid and 
cheap facilities of communication between the 
principal buildings and points of attraction. 
Two ornamental bridges are thrown across inter- 
vening ravines, and a crystal lake of more than 
three acres aff'ords facilities for the exhibition 
of Venetian gondolas and other unique water- 
craft. All the details of lighting, draining, 
policing, etc. , have been carefully provided ; the 
supply of pure water is abundant ; retiring rooms 
are located in all the principal buildings, while 
a " House of Public Comfort " contains separate 
parlors for ladies and gentlemen, barber shops, 
storage rooms and other conveniences. The 
telegraph system includes a central office and 
numerous sub-offices, with wires leading to all 
parts of the country. Ticket offices are erected 
where all arrangements for railway travel in any 
direction can be made. A National Bank within 
the enclosure will afford every facility for the 
transaction of financial business. A select police 
force of ample strength will insure protection 
to person and property; and a special fire brigade 
will guard the treasures collected from all danger 
of conflagration. 

The whole area of Fairmount Park, of which 
the site of the Exhibition forms a part, immedi- 
ately surrounds the Centennial grounds. This 



park embraces three thousand acres, and is re- 
nowned for its natural and artificial beauty. 
The Schuylkill river — on which steamboats reg- 
ularly ply, and over whose placid and pellucid 
waters lighter craft compete for local or national 
prizes — flows for miles through it ; the wild and 
wooded Wissahickon contributes to its attract- 
iveness ; the lovely cemetery of Laurel Hill 
shows its wealth of monuments and loliage on 
its borders, and a score of places memorable in 
Revolutionary history are scatteied over its 
grassy knolls or nestle among its grand old trees. 
(Several observatories, rising to a height of two 
hundred feet and upwards, stand in the near 
vicinity of the Exhibition, to the top of which 
visitors are elevated by steam power, and from 
thence have a view for many miles in all 
directions over the surrounding country. A 
few hundred yards distant from the Exhibi- 
tion enclosure are the Gardens of the Philadel- 
phia Zoological Society, in which is the largest 
and most varied collection of living curiosities 
ever congregated in America. These gardens 
are beautifully arranged, well shaded and care- 
fully kept, and comprise every requisite for a 
pleasant and interesting resort. They are open 
at all hours of the day, and at small cost, to the 
public. 

All the States and Territories of the Union are 
participants in the Exhibition, and the Nations of 
the earth officially joining in the competitive and 
commemorative display are the following: Ar- 
gentine Confederation, Australia, Belgium, 
Bolivia, Brazil, Canada, Chili, China, Denmark, 
Ecuador, Egypt, France, Germany, Great Brit- 
ain, Guatemala, Hawaii, Hayti, Honduras, Italy, 
Japan, Liberia, Mexico, Netherlands, Nicaragua, 
Norway, Orange Free States, Persia, Peru, Por- 
tugal, Russia, Siam, Spain, Sweden, Tunis, Tur- 
key, United States of Columbia and Venezuela. 
Many of these participants have made liberal 
appropriations for the purposes of the Exhibi- 
tion, and among the individuals designated to 
superintend and conduct their exhibits are some 
of the most renowned savants of the Old and 
New Worlds. Months, and even years, of careful 
preparation have been given to the subject by 
the various participants. The interesting natural 
and artificial products of South America, col- 
lected for the World's Exhibition lately held in 
Chili, have been culled, and the choicest shipped 
to Philadelphia. The same has been done in 
Australia and the South Pacific Islands, where 
the latest wonders in human progress have been 
achieved. Indeed, it may be said that there is 
not a portion of the world where art and science 
have achieved triumphs — where curiosities and 
treasures are controlled by civilized man — but 
will swell the infinite attractions concentrated 
in the Centennial Exhibition. 

The price of admission to the Exhibition has 
been fixed at fifty cents, and this fee must be 
paid every time the visitor enters the grounds. 
Once in, no additional charge is exacted for vis- 
iting any portion of the grand display — the one 
admission covering everything that the Centen- 
nial has to show. The Exhibition will be open 



THE CENTENNIAL EXHIBITION, 




from nine o'clock a. m. , until six o'clock p. m. 
The number of entrance gates to the Exhibition 
grounds is thirteen, so located as to facilitate 
the ingress of visitors arriving from different 
sections and by various modes of conveyance. 
These entrances are each fitted with a self -regis- 
tering turn stile, and th6ir arrangement is such 
as to avoid all possibility of crowding or confu- 
sion. 

Naturally, the opening day of the Exhibition 
and the Fourth of July will possess the greatest 
popular interest, and be marked by the most 
general ceremonial observance in Philadelphia. 
The opening ceremonies on the 10th of May 
will be simple and impressive, much like those 



HORTICULTUEAL HALL. 



observed in other International Ex- 
hibitions. The Piesident, the Cab- 
inet, the Supieme Court, the Con- 
giess of the United States, the Gov- 
einoisof the States, the Legislature 
of Pennsylvania, the Authorities of 
Philadelphia, the Centennial Commission and 
Board of Finance, the Foreign Commissioners, 
the Judges of the Exhibition, and many dis- 
tinguished citizens, are expected to participate. 
There will be a chorus of six hundred singers 
and an orchestra of more than one hucdred for 
the occasion, under the direction of Theodore 
Thomas. The various national airs will be per- 
formed, and also a hymn composed by Bayard 
Taylor, an original cantata by Sidney Lanier, 
the music by Dudley Buck, an oricinal grand 
march by tlie great composer Wagner, and 
brief addresses to President Grant, who will 
be escorted to the grounds by Governor Har- 
tranft, of Pennsylvania. The President will re- 
spond, declaring the Exhibition open, upon 
which announcement the flags will be unfurled, 
artillery saUites fired, the chimes and other bells- 
throughout the city rung, and the choir and 
orchestra will perform the Hallelujah Chorus. 
The President and his party will then pass 
throush the main building, visiting each nation, 
and enter the Machinery Hall, where, at the 
President's signal, the great engine and thirteen 
acres of machinery will be put in motion. 



10 



THE CENTENNIAL EXHIBITION. 




AGRTCULTURAL HALL. 



The Centennial Fourth of July will be observed 
Tay a variety of celebrations. The central exer- 
cises, under the direction of the Commission, 
will be of the old-fashioned order. A prayer, 
vocal and instrumentil music, reading of the 
Declaration by Richard Henry Lee, grandson of 
the Richard Henry Lee who made the motion 
for the Declaration in the Continental Congress, 
an oration by William M. Evarts, and a poem 
by Bayard Taylor, etc., etc. There will be 
innumerable parades and reviews, salutes of 
artillery, bell-ringing, fii'eworks, etc. Many 



distinctive celebrations will be held in various 
parts of the city, all concentrating in the alter- 
noon in Fairmount Park for brief joint exercises 
and ceremonies. 

During the six months of the Exhibition there 
will be innumerable civic and military parades. 
Troops are coming from most of the States, Cali- 
fornia and Texas included, and a great many 
religious, benevolent, military, political, and 
social societies will hold meetings in Philadel- 
phia — concentrating there countless hosts of 
participants. 




THE PAN HANDLE AND PENNSYLVANIA ROUTE. 



No route of communication from the Central 
lilississippi valley, the West and Southwest, to 
the great International Exhibition at Philadel- 
phia, can at all compare in directness, in com- 
preh "'.siveness, in celerity, in excellence of 
equipr- ent, and in facilities offered the travel- 
ing public, with the Pittsburg, Cincinnati & 
St. Louis system of railroads, popularly known 
as the "Pan Handle Route." This railway 
system aggregates 1,150 miles under a single 
management, and traverses the most densely 
populated portions of the States of Ohio, Indiana, 
Illinois and Kentucky, reaching, either by 
direct or connecting lines, every city and town 
of any magnitude between Lake Michigan and 
the Ohio river, and as far west as American en- 
terprise has pushed its way. Being an integral 
part of the highway combination controlled by 
the Pennsylvania Railroad Company, all the 
superior Eastern facilities of that corporation 
are open to it, and hence its trains pass, without 
interruption or detention, direct to the Centen- 
nial Exhibition, as well as to the cities of New 
York, Baltimore and Washington. 

The extreme western point of this principal 
liighway of the United States is at St. Louis, 
the metropolitan city of the Mississippi valley. 
There the initial line of the route — the "Van- 
dalia" — has depot and terminal facilities 
second to no other railway, and by this well- 
known road the traveler departs on his Eastern 
journey — crossing over the great steel bridge 
spanning the " Father of Waters," and travers- 
ing the wide and fertile prairies which make 
Southern Illinois and Indiana gardens of 
delight to agriculturists. Passing through Van- 
DALiA, where the main line of the Illinois Cen- 
tral Railroad is intersected ; Altamont, where 
the Springfield Division of the Ohio & Missis- 
sippi Railroad is crossed ; and Effingham, 
where a junction is made with the Chicago 
Branch of the Illinois Central, the road leaves 
the State of Illinois and, at Terre Haute, 
enters Indiana. This city is an important busi- 
ness centre, containing a population, in 1870, of 
16,103, and is the point of junction of the 
Evansville & Crawfordsville Railroad, which 
runs, via Vincennes, to Evansville, on 
the Ohio river, a city of 21,830 inhabitants. 
Continuing on in an air-line across Indiana, it 
intersects, at Greencastle, the Louisville, 
New Albany & Chicago Railroad, and reaches 
Indianapolis, 338 miles from St. Louis. This 

P.H. 11 



link of the through route is admirably 
constructed and excellently managed, rendering 
it one of the most comfortable in the West, 
while the time made by express trains over it is 
unrivaled. 

Indianapolis, where the "Pan Handle 
Route " proper commences, is the capital and 
principal city of Indiana. It is built on White 
river, very nearly in the centre of the State, 
and is surrounded in all directions by an ex- 
tremely productive and highly improved coun- 
try. The city is well planned and contains 
many fine edifices, while as a business and man- 
ufacturing centre, it enjoys a remarkable pros- 
perity. It had a population in 1870 of 48,874, 
and is now estimated to contain at least 100,000 
inhabitants. As a point of railroad concentra- 
tion, it is pre-eminent — no less than ten lines 
having their termini here, all converging at the 
Union Depot. These lines diverge from Indian- 
apolis like the spokesfrorn the hub of a wagon 
wheel, and run to all points of the compass. 

Two of these diverging roads are included in 
the Pan Handle system — the Indianapolis & 
Vincennes, running Southwest to Vincennes, 
Ind., a city of 5,440 inhabitants, where it con- 
nects with the Cairo & Vincennes Railroad to 
Cairo, forming a direct route to the Southwest 
and South ; and the Jeffersonville, Madison & 
Indianapolis, running to Jeffersonville, on 
the Ohio river — a city with a population of 
7,254 — from which it is carried across the Ohio 
river to Louisville, Kentucky, on the magnifi- 
cent bridge owned by the Pennsylvania Rail- 
road Company and controlled by this road. 
Branches of this road run to Madison, Ind., on 
the Ohio river, population 10,709, and to Cam- 
bridge Station, on the P., C. & St. L. route, 
which branch, previous to the completion of 
the " Short Line " road from Cincinnati, formed 
the most direct route from the East to Louisville. 

Richmond, distant from Indianapolis 68 
miles, is soon reached, and here another im- 
portant junction point in this railway system is 
encountered. At Richmond one of the two 
routes of the P., C. & St. L. Railroad from State 
Line and from Logansport, unite with the main 
road. Thirty-seven miles further on is Bradford 
Junction, the connecting point of the other and 
principal Western and Northwestern line, and 
here it becomes necessary to pause while these 
important routes of the Pan-Handle system are 
I consid'ered. 



12 



THE PAN HANDLE AND PENNSYLVANIA EOUTE. 



1 



The Pittsburg, Cincinnati & St. Louis Com- 
pany control and operate a line from Richmond 
to State Line, on the border of Illinois, where 
it connects with the Toledo, Peoria & "Warsaw 
Railroad. The company also operates a second 
line, connecting at Brndfoid Junction, via Lo- 
GANSPORT, Indiana, to Chicago. At Loeansport 
this route crosses the Toledo, Wabash & Western 
Railroad, and connects with the Logansport, 
Crawford & Southwestern, and the Detroit, Eel 
River & Illinois Raih'oads— the two last named 
terminating here. Northwest of Logansport the 
route intersects, at La Crosse, Ind., with the 
Louisville, New Albany & Chicago Railroad. 
A-t JoLiET Crossing crosses the Joliet Cut-off 
division of the Michigan Central Railroad ; at 
Dalton reaches the Chicago, Danville & Vin- 
ceunes Railroad, whose trains run into the 
Chicago depot of theP.,C. &St. L. road; crosses 
the IlTinois Central at South Lynne ; crosses 
the Chicago, Rock Island & Pacific at Wash- 
ington Heights, and reaches its depot at the 
corner of Clinton and Carroll streets, in Chicago. 
This sketch of the Chicago and Western con- 
nections of the Pittsburg, Cincinnati & St. Louis 
Railroad, brief as it is, will sufficiently indicate 
their du-ectness and importance as through routes 
for thousands of Centennial visitors, who must 
depart on their pilgrimages of patriotism and 
affection from the States of Indiana, Illinois, 
Iowa, Missouri, Wisconsin, Minnesota, Ne- 
braska, and the Territories of the Northwest. 
These visitors may rest assured that the most fa- 
vorable rates will be offered them by this line, 
and that every comfort and luxury known 
to modern travel will be placed at their 
command. Through express trains will be run 
from all important points direct to the Centen- 
nial Depot of the Pennsylvania Railroad Com- 
pany, and also to Baltimore, Washington and 
New York, and will return as direct from those 
points, affording the maximum of enjoyment at 
the minimum of expense. 

Returning to Richmond, we find the Dayton & 
Xenia and Dayton & Western roads forming a 
junction wiih the main line. This route runs 
"eastwardly to Xenia, intersecting at the splen- 
did city of Dayton, population, 30,473, the 
Cincinnati, Hamilton & Dayton, the Cleveland, 
Columbus, Cincinnati & Indiana, and the Atlan- 
tic & Great Western Railroads, and uniting, at 
Xenia, with the direct line of the P., C. & St.L. 
Railroad to Cincinnati. Connection is also 
made at Richmond with the Cincinnati, Rich- 
mond & Ft. Wayne, and the Cincinnati, Rich- 
mond & Chicago Railroads. At Piqtja, another 
fair city on the Miami river, with a population 
of 5,967, the Dayton & Michigan Railroad is 
intersected ; and atlJRBANA, population, 4,276, 
the Atlantic & Great Western is crossed, and 
the Cincinnati, Sandusky & Cleveland forms a 
connection. Milford brings us again to the 
Cleveland, Columbus, Cincinnati & Indiana 
Railroad, and, in a short run, Columbus is 
reached. 

Columbus, the capital of Ohio, is centrally 
located in the fertile and populous valley of the 



Scioto, 188 miles from Indianapolis and 416 
miles from St. Louis, by the "Pan Handle 
Route." The city contains many handsome 
buildings, prominent among which may be 
mentioned the State Capitol. It enjoys a pros- 
perous trade and has extensive manufactories. 
The depot of the P., C. & St. L. Railroad is 
a superior structure, containing, under one 
roof, the ticket, baggage and waiting rooms, 
and one of the most spacious and beautiful 
dining halls in the United St;>.tes. The pop- 
ulation of the city was, in 1870, 31,274. As , 
a railroad centre it ranks among the most im- 
portant in Ohio — the following lines either 
terminating at or passing through it : " Pan 
Handle," Baltimore & Ohio, Columbus & Hock- 
ing Valley, Cleveland, Mt. Vernon & Columbus, 
and the Cleveland, Columbus & Cincinnati. 
Here the direct Cincinnati line of the P., C. & 
St. L. Railroad, commonly known as the "Little 
Miami, "unites with the great through route, and- 
theretore it will be necessary to proceed to the 
Southern initial point of that important con- 
nection and trace it to its junction. 

Louisville, the principal city of Kentucky, 
is the limit to which the " Pan Handle " system 
extends in the South. There it is connected 
with the Louisville, Nashville & Great Southern 
Railroad, by which all the principal cities in 
Tennessee, Mississippi, Alabama and Louisiana 
are directly reached. A connecting link 
unites the Louisville & Cincinnati Short Line 
Railroad with the Great Southern, over which, 
through cars can be run to Nashville, Memphis, 
and New Orleans. Louisville is the second 
city in size on the Ohio river, containing, in 
1870, a population of 100,753. It is built at 
the head of the falls of the Ohio and of the 
canal constructed around them. Since the intro- 
duction of steamboats on the Western rivers it 
has been a prominent centre of internal com- 
merce, and now enjoys a marked degree of 
prosperity. In many respects it is an interesting 
and pleasant city. The Short Line Railroad, 
which is a part of the Pan Handle system, was 
constructed for the purpose of bringing this 
metropolis of Southern trade in more direct 
communication with the principal cities of the 
North and East, and is as direct a route as could 
well be built between Louisville and Cincinnati. 
At Anchorage, on this route, 12 miles from 
Louisville, connection is made with the branch 
road to Shelbyville. At Lexington Junction 
the branch to Lexington, the principal city in 
the famed " blue-grass " region, population, 
14,801, and to Frankfort, the capital of the 
State, population, 5,396, connects. Passing 
through some towns of minor importance, Cov- 
ington and Newport, on the Ohio river opposite 
Cincinnati, are reached. Covington has a 
population of 24,505, and Newport 15,087. 
From the last named city the road crosses a 
magnificent bridge over the Ohio, owned by the 
Pennsylvania Railroad Company, and its trains 
run, on the Cincinnati side, into the depot of 
the Little Miami Railroad, the second link in the 
Southern Pan Handle system. 



THE PAN HANDLE AND PENNSYLVANIA EOUTE. 



13 



Cincinnati, -where these two links unite, in 
the largest and most important city on the Ohio 
river, containing, in 1870, a population of 
216,239. Its manufactories are numerous and 
extensive, and its general appearance is flour- 
ishing and beautiful. Many of its buildings, 
public and private, will compare favorably with 
any in America, and a marked degree of enter- 
prise characterizes its inhabitants. No tourist 
in the United States should omit it from his 
journeyings, and a visit here, brief or protracted, 
will be found both pleasant and profitable. 

At Morrow, thirty-six miles from Cincinnati 
on the Little Miami, the Cincinnati & Musk- 
ingum Valley branch of the P., C. & St. L. 
Railroad, forms connection, and runs, by way 
of Zanesville, a flourishing city of 10,011 
inhabitants, situated on the Muskingum r"ver, 
to Dresden Junction, where it again unites 
with the " Pan Handle Route." At Xenia, 
distant from Cincinnati sixty-five miles, a junc- 
tion is formed with the Springfield branch of 
the Little Miami, running to Springfield, an 
important point of railroad concentration, situ- 
ated on Mad river, and a prosperous city of 
12,652 inhabitants. At London, ninety-five 
miles, a town containing a population of 2,066, 
the Columbus, Springfield & Cincinnati Divi- 
sion of the Cincinnati, Sandusky & Cleveland 
Railroad is reached; arjd at the distance of 120 
miles from Cincinnati, the two branches are 
united at Columbus. 

Having gathered well in hand these manifold 
and widely diverging lines, the great "Pan 
Handle Route " is ready to start again from the 
capital of Ohio on its course toward the cities 
of the Atlantic seaboard, passing through 
Newark, a city of 6,698 inhabitants, thirty-three 
miles east of Columbus. 

At Cadiz Junction, 125 miles from Columbus, 
the branch road to Cadiz, with a population of 
1,435, and distant 8 miles, connects with the 
main line. Here the road begins to emerge 
from the broad, alluvial plains and prairies it 
has so long been traversing and enters among 
the hills which border the Ohio river. Twenty- 
five miles further on it reaches Steubenville, on 
the "beautiful river," connecting, as it enters 
the town, with the river division of the Cleve- 
land & Pittsburg Railroad. 

SteubenviIiLE is a city of 8,107 inhabitants, 
and is widely celebrated for its beauty of loca- 
tion as well as for its manufacturing industries, 
Few points in the West can show more attrac- 
tive scenery than is here presented, and the 
finest views on the Ohio river can probably be 
had from the great bridge of the " Pan, Handle 
Route " which unites the shores of the Buckeye 
State "with those of the daughter of the Old 
Dominion. This bridge is a splendid specimen 
of engineering skill, and is famous in -legal an- 
nals as the first constructed across the Ohio. 
Entering West Virginia, the road traverses the 
narrow strip of that State wedged in between a 
portion of the western boundary of Pennsylva- 
nia and the river, known as the " Pan Handle," 
and from this takes its popular title. This 



neck is rugged in its aspect and is all underlaid 
with bituminous coal, many mines of that pro- 
duct being seen along Ihe line. 

At Mansfield, 185 miles from Columbus, the 
branch road to Washington, Pennsylvania, in- 
tersects. This branch is 22 miles in length, 
and has its southern terminus at Washington, 
an old and beautiful town, population 3,571, the 
seat of justice of the county of the same name. 
A run of only eight miles further brings the 
passenger to Pittsburg, but this brief distance 
is probably unrivaled for its peculiar attractive- 
ness in America. 

As the road approaches the Smoky City, it is 
carried along the blufl"s forming the southern 
shore of the Ohio, at a considerable elevation 
above the stream. Looking down from this 
height, Pittsburg and 'Allegheny city are spread 
before the gaze — their innumerable chimneys 
belching forth dense clouds of smoke below the 
observer, which at night is illuminated by the 
lurid glare of countless furnaces. The Al- 
legheny and Monongahela rivers, spanned by 
handsome bridges, are seen stretching far away, 
with fleets of steamboats and coal-barges 
gliding upon their bosoms. Sweeping around 
this really wonderful panorama, the road crosses 
the Monongahela on an elevated bridge, plunges 
into a dark tunnel cut underneath a portion of 
Pittsburg, and suddenly emerges in the Union 
Depot, where the great connecting lines from 
all portions of the West meet the Pennsylvania 
Railroad. 

The "Pan Handle Route," as can readily be 
iiferred from the hasty notes given, traverses, or 
reaches by its connecting lines, not only the most 
densely populated portions of Ohio, but all the 
more beautiful and productive sections of that 
great State. Being thus located, and having 
gpined undisputed pre-eminence as the great 
tnink line and fast mail route between all the 
great cities of the East and of the Southwest by 
means of its perfect connection with the Penn- 
sylvania Railroad, its management have zeal- 
ously labored to perfect, in all respects, its con- 
struction, its equipment, and its working 
efficiency. No road west of the Allegheny 
mountains is better built — none offers superior 
inducements to travelers, and none can show 
greater expedition or certainty of trains. The 
appliances for safety and comfort utilized on 
this route are well known to observers of Ameri- 
can railway progress, but a few details may not 
be uninteresting to Centennial visitors. 

An important adjunct to the safe and rapid 
running of trains, which is exclusively used 
on the Pennsylvania Railroad, is the Block 
Signal System now in operation throughout its 
endre length. By this system the road is divided 
into sections, between telegraph stations, these 
sections being technically known as " blocks." 
The telegraph stations are ornamental towers, 
two stories high — the second story, which is the 
operating room, being surrounded by windows, 
giving a clear outlook in all directions. The 
signals, so arranged that the engineer of an ap- 
proaching train in either direction cannot fail to 



14 



THE PAN HANDLE AND PENKSYLVAlSriA ROUTE. 



see them, are three in number ; red being the 
danger signal, blue the caution signal, ?indtoJiite 
the safety signal. These signals are illuminated 
at night, and show the same colors as by day. 
A train, say, approaches the station from either 
direction, and the engineer sees the tcJiite signal 
displayed. This indicates that the track before 
him, to the next station, be it one mile or be it 
ten miles, is clear, and the train dashes on. In- 
stantly the operator lets go the cord (for he is 
obliged to hold the red or danger signal out of 
view by hand) and the red disk is displayed 
again. Immediately on a train passing the 
operator telegraphs the fact each way, and enters 
on a record sheet the train number and the exact 
time of its passing the station. The train having 
passed, the block it has left is clear, while that 
it has entered upon is closed. In a few minutes 
the click of the telegraph tells that it has passed 
the next station, and that block is also clear, 
and so on throughout the line. 

A freight train aiDproaches. The white signal 
is again displayed, and the train passes without 
stopping. Another freight train approaches. 
The red signal is displayed, and the train stops. 
In not less than five minutes after the first freight 
has passed, the red is withdrawn and a blue disk 
appears in its place. This permits the waiting 
freight train to enter the block, but it must go 
with caution so as not to run into the one in ad- 
vance of it. 

Thus train after train reaches and passes the 
signal station ; sometimes brought to a full stop, 
sometimes sent in under a cautionary signal, 
sometimes allowed to proceed at full speed. The 
principle of the system is to let no train into the 
block in the rear of a passehger train, and to 
allow other trains to proceed, only with a suffi- 
cient time allowance, and under caution to keep 
a good lookout for signals from the train ahead 
of them. This system of signals renders it next 
to impossible for accidents to occur, no matter 
how many trains may be moving in the same 
direction, or at how high a rate of speed they may 
be run. As an additional safeguard, all passen- 
ger trains on the entire route are equipped with 
the Westinghouse Automatic Vacuum Brake, by 
which the engineer himself can bring his train 
to a stand still within the distance of its own 
length. Track-tanks are also provided along 
the route, from which the locomotive engines of 
express trains take water as they go, thus being 
enabled to make runs of ahundred miles or more 
without pause or detention. 

At Pittsburg, the journey over the "Pan 
Handle Route" terminates, and that over the 
Pennsylvania Railroad commences. The first 
named system has brought its trains, without 
break, from St. Louis, a distance of 606 miles ; 
from Indianapolis, a distance of 381 miles; from 
Louisville, a distance of 423 miles ; from Cin- 
cinnati, a distance of 313 miles ; from Colum- 
bus, a distan'je of 193 miles, and 354 miles more 
remain to complete the journey to the Cen- 
tennial City. This last stretch is spanned by the 
Pennsylvania Railroad, the excellence of which 
deserves special mention. The entire line is 



double track, laid with steel rails weighing 67 
pounds to the yard, secured to heavy oak ties 
averaging 3,600 to the mile of single track, with 
joints connected between ties by a process that 
gives the effect of a continuous rail, on whick 
there can be no unpleasant jarring. All bridges 
on the line are of iron or stone. A large por- 
tion of this distance is provided with a third 
track, which enables freight trains to keep out 
of the way of passenger travel, and permits 
express trains to run extraordinary distances 
without interruption. This third track has been 
liberally increased within the last year to pro- 
vide additional facilities for Centennial travel, 
and near Philadelphia, and other important 
terminal points, four tracks have, for consider- 
able distances, been completed. 

Not only is the "Pan Handle and Pennsylvania 
route " the shortest, but it is also the only direct 
line reaching the Centennial Exhibition. In 
addition, it furnishes facilities superior to any 
other route for visiting Washington City. 
Through cars are run from all the principal 
cities in the Southwest, to the National Capital, 
by way of Baltimore, and excursion tickets 
sold over it allow the purchaser ample time to 
visit the attractions concentrated there. These 
tickets permit the detour necessary to reach 
Washington to be made, either going to or 
returning from the Centennial Exhibition and 
New York, by way of the Philadelphia, Wil- 
mington & Baltimore Railroad, and render 
unnecessary the duplication of the portion of 
the journey between Philadelphia andBaltimore. 

These explanations and commendations given 
— no portion of which have been exaggerated 
for effect, and no claim put forth that the past 
has not and the future will not substantiate — 
the Centennial visitor is invited to patronize the 
" Pan Handle and Pennsylvania Route " as the 
best in all respects from the West and South- 
west to the Centennial Exhibition. Such vis- 
itor will find the rates offered by this route 
as low as by any other — the route itself the 
shortest — the time made by it the quickest — and 
the accommodations provided unequaled for 
comfort, luxury and safety. They will find 
careful agents on all trains who will arrange for 
the prompt and cheap delivery of baggage 
at hotels, boarding-houses, or private resi- 
dences, and who will, for the low price 
of fifty cents, sell a seat in a comfortable 
carriage to any point in Philadelphia. 
They wiU find other agents who will, if so 
desired, direct them to comfortable quarters 
where their accommodations will be good in 
quality and reasonable in price ; and, -bove all, 
these visitors will be landed in the beautiful 
Centennial Depot of the Pennsylvania Railroad 
Company, at the very doors of the Exhibition, 
in immediate proximity to large and excellent 
hotels and restaurants, from which they can, 
without detention or unnecessary expense, enter 
the enclosure containing the world's wonders, 
and from which they may, when their visit is 
over, depart promptly in through cars to their 
homes, no matter where those may be. This 



THE PAN HANDLE AND PENNSYLVANIA ROUTE. 



m 



information will enable the reader to intelli- 
gently select his route to the great International 
Exhibition, and the splendid panorama of the 
Pennsylvania Railroad proper is now presented 
to him. 

Pittsburg, the western terminus of the 
Pennsylvania Railroad, and the point of junction 
with the Port "Wayne & Chicago, the Cleveland & 
Pittsburg, and the Pittsburg, Cincinnati & St. 
Louis Railroads, was, in 1870, the sixteenth 
city in the United States, and uniting with it 
Allegheny City, which in fact forms part of the 
same community, was the eleventh in the num- 
ber of inhabitants, the two containing an aggre- 
gate of 139,526 souls. It is built at the junction 
of the Allegheny and Monongahela rivers, which 
here unite and form the Ohio, and is particu- 
larly distinguished for its iron and glass manu- 
factories, in these two industries outranking any 
other American center of industry. The capital 
invested in iron manufactories in 1870, was 
$26,962,686, and in the manufacture of glass, 
$4,000,000. It is also the center of an immense 
coal trade, aggregating over 5,000,000 tons a 
year. The vast manufactories centered here 
belch forth ceaseless clouds of smoke, and give it 
the popular title of the "Smoky City." At night, 
from the hills surrounding it, the view of these 
ceaseless fires, bursting luridly through the 
dense pall which overhangs the entire region, 
gives it a grand and peculiar appearance, unlike 
any other place in America. 

Pittsburg was partly laid out as early as 1764, 
but was not regularly surveyed and divided into 
lots until 1784, when the heirs of Penn, who 
owned a manor of 5,766 acres here, had the lots 
placed on sale. From that period its growth 
was rapid, and it soon became an important 
town. The site it occupies is one of extraordi- 
nary historical interest, being the scene of some 
of the earliest struggles between the English 
and French for supremacy in the Northwest — 
the theatre of Washington's first diplomatic and 
military exploits — the site of Fort Du Quesne, 
erected by the French, and of Fort Pitt, subse- 
quently built by the British — the center of opera- 
tions of the whisky insurrectionists, and the 
locality of many other events which crowd the 
records of the past. 

It was incorporated as a borough in 1804. In 
1805 stages commenced running regularly be- 
tween this place and Chambersburg, Pa. , and in 
the following year the turnpike road over the 
mountains was begun. A city charter was 
granted it in 1816. In 1811 a new era opened 
by the building here of the first steamboat on 
the Western waters. On the 10th of December, 
1852. the Pennsylvania Railroad was completed 
to Pittsburg. 

The country surrounding the city is pic- 
turesque, characterized by rugged heights and 
deep valleys. These natural beauties have been 
enhanced by public and private improvements, 
and if they are marred by the smoke which rises 
from numerous; manufacturing industries, their 
attractiveness is by no means obliterated or 
destroyed. No more healthful city can be found 



in America, and in some of the essentials of 
comfort it has few rivals. Population of Pitts- 
burg, 86,076 ; of Allegheny City, 53,180.* 

WiLiciNSBTjRG, scven miles, is immediately 
outside the corporate limits of the city of Pitts- 
burg, in the midst of a rich agricultural region, 
where market-gardening is an extensive indus- 
try. The settlement contains a population of 
about 1,100. Twenty- eight local accommoda- 
tion trains run between this station and Pitts- 
burg daily. 

Braddock's, ten miles, is so named from its- 
location on the spot where General Braddock 
was defeated by the combined French and Indi- 
ans, on the 9th day of July, 1755. No event in 
■colonial history was more disastrous in its con- 
sequences, both to those engaged in it and to the- 
settlers on the frontiers of Pennsylvania and 
Virginia, and none has been the subject of more 
historical comment, than this defeat. An expe- 
dition was fitted out, under command of Major- 
General Edward Braddock, to rnove against Fort 
Du Quesne. It consisted of two regiments of 
British regulars — the Forty-fourth and Forty- 
eighth — and about 1,000 provincial troops, prin- 
cipally Virginians, who rendezvoused at Fort 
Cumberland, where Cumberland, Maryland, now 
stands, and marched from there on the 8th of. 
June. 

On the day of the battle the advance brigade 
of Braddock's army crossed, the Monongahela 
river at the point directly opposite the railroad 
station. At that time the river was shallow and. 
easily fordable, the present volume of water be- 
ing caused by a dam of the Monongahela Navi- 
gation. No sooner had this brigade ascended 
the low range of hills along which the railroad 
is constructed, than they were attacked by an 
unseen foe. They became panic-stricken, and 
fell back in the wildest disorder upon those who 
were hastening to their assistance. All soom 
became a scene of inextricable confusion.. 
Braddock and his officers did everything in their 
power to rally the terror-stricken soldiers, but 
all in vain. One after another these brave lead- 
ers fell, until forty of them were either killed or 
wounded. Braddock himself — who would not 
order a retreat or permit his men to seek cover — 
received a shot through his right arm, the ball 
entering his lungs, and was carried from the 
field. He had behaved with the greatest bravery, 
having five horses killed under him. All the 
superior officers being then dead or disabled,. 
Washington, who was acting as aid-de-camp, 
rallied the remnant of the army and retired with 
them to the position occupied by Colonel Dun- 
bar, who commanded the reserve brigade, anji 
was some distance in the rear. A British officer, 
who was wounded in the engagement, writing 
to his friends at home, says: — " Mr. Washington 
had two horses shot under him, and his clothes 
shot through in several places, behaving the 
whole time with the greatest courage and resolu- 
tion." Colonel Dunbar, deeming it impossible 



* The statistics of population given in this pamphlet are 
from the census of 1870. 



THE PAN HANDLE AND PENNSYLVANIA EOUTE. 



17 



to continue the expedition in its then demoral- 
ized condition, burned his superfluous provisions, 
stores, and ammunition, buried some of his lieavy 
cannon, and returned to Fort Cumberland. 
Braddock was carried by his retreating soldiers 
for four days, when he died from his wounds, 
and was buried in the center of the road his ad- 
vancing army had cut. To prevent the dis- 
covery of his grave, and to save the body from 
dislionor at the hands of the savages, soldiers, 
horses and wagons passed over it. 

During the " Whisky Insurrection" the mal- 
contents, to the number of 7,000, assembled 
where this station now stands, under arms, and 
ma^-ched to Pittsburg. This demonstration was 
made to show their strength and overawe the 
authorities. No act of violence was perpetrated, 
and the force quietly dispersed. 

, Near this station the Bessemer Steel Company 
lave erected a very extensive establishment, 
aamed in honor of the late president of the Peun- 

I sylvania Railroad, the ' ' Edgar Thomson Steel 
Works." 

[ Wall's, fourteen miles, is the limit for the 

J ocal accommodation trains from Pittsburg, 
eighteen of these passing daily between the two 
points. 

Irwin, twenty-one miles, is the center of im- 
mense coal operations. Three companies — the 

, Penn Gas, the Westmoreland, and the Shafton — 
whose works are within a radius of ten miles, 
fjmploy not less than 1,000 men, and ship annu- 

. :tlly more than a million tons of coal. Popula- 
ion, 883. 

' Penn, twenty-five miles. The business of this 
.-.tation is principally mining and shipping coal. 
Here the first works are reached, from the East, 
"svhich, since the completion of the railroad, have 
Tuainly supplied the eastern towns and cities with 
the material for the manufacture of illuminating 
gas. All the country surrounding this station is 
underlaid with the finest quality of bituminous 
coal, and the deposit extends west and south to 
the valleys of the Monongahela and Allegheny 
rivers. Mining is done by shafting, the coal be- 

.ng lifted to the surface by steam-power, and 
immediately loaded into cars for shipment. 
Population, 830. 

Gkeensbukg, thirty-one miles, named after 
General Greene, of the Revolutionary army, is 
the eounty seat of Westmoreland county, and is 
built upon a hill, in the center of a rich and 
beautiful limestone country. The court-house 
and other prominent buildings occupy the sum- 
mit of this hill, along which the main street is 
carried. It was laid out soon after the burning 
of Hanna's town, by the Indians, in 1782, and in- 
corporated in 1789. Its population has long been 
noted for intelligence and refinement, and some 
of its citizens have deservedly ranked among the 
most prominent men of the Commonwealth. 
The town contains a population of 1,643. 

Westmoreland county is noted in history for 
the fact that on the 16th of May, 1775, its citi- 
zens assembled in public meeting, and passed 
resolutions denouncing the British ministry as 
wicked, the parliament as corrupt, and pro- 
2— P.H. 



nouncing the acts against the colony of Massa- 
chusetts Bay as " a system of tyranny and op- 
pression," declaring that they "were ready to 
oppose them with "their lives and fortunes." 
This was the earliest public protest against the 
course of the mother country. (Junction of 
South W^st Pennsylvania Railroad, running tt) 
Conneilsville, distance twenty-four miles, where 
connection is made with the Pittsburg, Baltimore 
and Washington Railroad.) 

Latrobe, forty miles, is built upon Loyalhan- 
na creek, a tributary of the Kiskiminetas river, in 
the midst of a fertile and highly cultivated val- 
ley. Recently the large deposits of coal in the 
surrounding country have commanded much 
attention, and several coal and coke companies 
are now in operation — some of them un an ex- 
tensive scale. Population, 1,127. 

Hillside, forty-nine miles, is a rural sta- 
tion, surrounded by a rich agricultural region, 
underlaid with coal. Near this station, in Chest- 
nut ridge, is [the "Great Bear Cave," a natural 
curiosity which attracts many visitors. 

Blaiksville Intersection, fifty-three miles. 
Atthis point the PennsylvaniaRailroad enters the 
Allegheny mountains, through which it winds 
its way, by rivers and ravines, for a distance of 
one hundred and ninety miles, emerging at Rock- 
ville, where the great bridge carries it across the 
Susquehanna river. Immediately after leaving 
this station, the road enters the celebrated 
" Pack-saddle " Narrows of the Conemaugh. 
The scenery here is unsurpassed. Windtug 
through the mountain ranges, with the sparkling 
river below and the wooded heights above, the 
gaze takes in picture after picture of nature's 
beauty. In the autumn, when the leaves have 
taken on the bright tints which, like the song of 
the swan, presage their death, the whole land- 
scape is a panorama of gorgeous loveliness. 
Population about 200. (Junction of Western 
Pennsylvania Railroad, running to Allegheny 
City. This road is virtually a stem of the Penn- 
sylvania Railroad, and furnishes a third track, 
with its attendant xacilities, from its terminus 
at Pittsburg, along the Allegheny and Cone- 
maugh rivers. A branch from Blairsville runs 
to Indiana, the county seat of Indiana county, 
distance nineteen miles. ) 

Boltv^ar, fiftj^-eight miles. The business of 
this station is the manufacture of fire-brick. 
Twenty thousand tons of clay are worked up 
here annually, and some two thousand tons 
shipped. Population, 308. 

LocKPORT, sixty miles. At this point the 
western division of the Pennsylvania canal 
crossed the Conemaugh on a beautiful cut-stone 
aqueduct, plainly seen from the railroad, stand- 
ing as a monument to the enterprise of the 
past — ^the canal itself being abandoned. Pop- 
ulation about 150. 

Johnstown, seventy-eight miles, is an impor- 
tant and improving borough, occupying a beau- 
tiful situation at the junction of btony creek 
and the Conemaugh river. It is completely sur- 
rounded by mountains and hills, which, from 
the manner in which they are broken and carved 



18 



THE PAN HANDLE AND PENNSYLVANIA KOUTE. 




THE PAN HANDLE AND PENNSYLYANIA KOUTE. 



19 




CONEMAUGH VIADUCT, NEAR CONEMAUGH STATION. 



by streams flowing througli them, present scenes 
of striking picturesqueness. It was settled 
about 1791, by a German named Joseph Johns, 
from whom the place derives its name, and oc- 
cupies the site of an Indian town, called Kick- 
enapawling, which, when the white men settled 
here, was the head of the primitive navigation 
on the Conemaugh. All the trade to the West 
was transported from this place on arks or flat- 
boats, which floated down the Conemaugh and 
into the Allegheny river. On the eastern side 
of the mountain the Juniata furnished the high- 
way, and these two streams were united by a 
portage over the Alleheny — at first consisting 
of the Kittanning trail, then of the old Franks- 
town road, then of a turnpike, and at last of a 
railroad. The labor, the energy, the skill, and 
the capital expended in facilitating transporta- 
tion between the Juniata and the Conemaugh, 



since the advent of white settlers, are beyond 
estimate. 

The country around Johnstown is rich in 
minerals — coal, iron ore, fire-clay, and cement 
being found in abundance. The development 
of these resources has caused the rapid growth 
of the town, and the erection here of the largest 
iron works in America. These are the property 
of the Cambria Iron Company, engaged princi- 
pally in the manufacture of steel and iron rails. 
Population, 6,028. 

Conemaugh, eighty miles. This station may 
properly be considered as the base of the west- 
ern slope of the Allegheny mountain proper. 
It is here that all trains are inspected before 
they commence the passage of the barrier from 
the west, and after they have overcome it from 
the east they undergo a similar examination. 
Large repair shops of the company are located 



THE PAN HANDLE AND PENNSYLVANIA ROUTE 




THE PAN HANDLE AND PENNSYLVANIA EOUTE. 



21 



']aere. Population, 2,336 ; Franklin, an adjoin- 
ing borough, 426 ; East Conemaugh, 381. 

Cresson, 102 miles, is a popular summer re- 
sort, presenting accommodations and attractions 
of a superior order. The buildings are exten- 
sive, well constructed, and provided with every 
accessory of comfort, and the grounds are spa- 
■cious and beautifully shaded. Owing to the 
altitude* of the place — some two thousand feet 
:above the ocean level — cooling breezes are felt 
in the warmest days of midsummer. Springs of 
medicinal waters burst from the mountain in the 
immediate vicinity, and pleasant drives lead 
away through the almost unbroken forests of 
hemlock, beech, and maple, with their dense 
undergrowth of rhododendron. (Junction of 
.J]bensburg and Cresson Eailroad, running to 
JEbensburg, county seat of Cambria county, 
distance eleven miles.) 

Gallitzin, 104 miles, is immediately at the 
•entrance to the great tunnel, which is three thou- 
sand six hundred and twelve feet in length, and 
.•securely arched throughout. The highestpoint 
■.attained by the Pennsylvania Railroad is at its 
western end, where the elevation above tide- 
water is twenty-one hundred and sixty-one feet. 
'Gallitzin is named after Prince Gallitzin, who 
vpas born in Muuster, Germany ; his father, 
Prince Gallitzin, ranking among the highest no- 
bility of Russia, and his mother being the 
daughter of Field-Marshal de Schmeltan, an 
•officer under Frederick tlie Great, of Prussia. 
He came to America, landing in Baltimore in 
1782. His mind, soon after, was impressed with 
the obligations of religion, and he renounced 
iorever his brilliant prospects, pursued a course 
of ecclesiastical studies under Bishop Carroll, 
and entered the Catholic priesthood. In the year 
1789 he directed his, course to the Allegheny 
mountains, and took up his residence in the set- 
tlement of Loretto, about ten miles from this 
station. Here, after incredible labor and hard- 
.■ship, he founded a prosperous colony, estab- 
lished schools, churches, and religious houses, 
and created an influential center for the religion 
lie* so much loved. His princely fortune was 
■expended on his colony, and he labored with a 
35eal and industry that knew neither abatement 
nor rest. He wrote several religious works, 
and his "Defense of Catholic Principles" gained 
celebrity in Europe and America. After a pas- 
toral career of forty-two years he died at his 
post, on the 6th of May, 1840, and he sleeps the 
sleep of the righteous in the midst of the re- 
ligious colonv he founded. Population about 
1,000. 

KiTTA:srNiNG Point, 111 miles, is in the very 
lieart of the Allegheny range, where the giant 
barrier begins to break into the numerous spurs 
which lead away in long lines toward the East. 
After leaving the magnificent summit at Alle- 
grippus, the train descends rapidly and smoothly. 
Approaching Kittanning Point the road is carried 
around a curve which is a wonder of engineering 
skill. The deep ravines it here reaches had to be 
crossed, and engineering science proved equal 
to the task. By a grand horseshoe-shaped curve. 



the sides of which are parallel with each other — 
giving trains traveling the same way the appear- 
ance of moving in entirely difierent directions — 
the road crosses two ravines on high embank- 
ments, cuts away a point of the mountain and 
sweeps on its descending course. The little danc- 
ing rivulet seen in the valley as the train rolls 
across it, is the stream from which Altoona derives 
its supply of water. To the east, range after 
range of mountains rise into view, until at last 
they fade away in the azure of the horizon. 
No limit but the power of vision bounds the 
prospect. Isolated farms and fields look as if 
they had wandered away from civilization and 
been lost in the wilderness. Kittanning Point 
is so named from the great Indian path or trail, 
between Kittanning on the Allegheny river, and 
the valley of the Delaware, which crossed the 
mountain through this gorge. 

Altoona, 116 miles, a city in Blair county, 
and the location of the principal workshops of 
the Pennsylvania Railroad Company, is the 
creation of that enterprise — owing not only its 
existence but its remarkable growth and pros- 
perity to the business the road has here concen- 
trated. When the railroad company commenced 
its improvements here, the old Portage Road, 
with its inclined planes, was used to unite the 
eastern and western divisions, and the cars ran 
to the " Mountain House," near HoUidaysburg, 
where connection was made with the State road 
over the mountain. This means of crossing was 
used until 1854, when the great tunnel was fin- 
ished, and trains then continued on from Altoona 
without interruption. 

On the 6th of February, 1854, Altoona was in- 
corporated as a borough, and about the same 
time the " Logan House," one of the finesthotels 
in the United States, was opened by the railroad 
company to accommodate the immense travel 
over its line. This house has become. the model 
for many similar institutions in all parts of the 
country, and is famous for the excellence of its 
table and the courtesy which marks its service. 

The Pennsylvania Railroad Company has, 
from the first, displayed a commendable spirit of 
liberality toward this city of its creation. Its 
management has been unremitting in endeavors 
to makefile workmen comfortable and contented, 
knowing that the best skilled labor can only in 
this way be secured and held. It maintains a 
school for children.which is kept open at all times. 
It purchased the first steam fire-engine for the 
town. It took the initiative in introducing a sup- 
ply of water, and it largely contributed to the es- 
tablishment of the mechanics' library and read- 
ing-room — some of its officers making liberal 
donations of books, and the company furnishing, 
free of charge, a handsomely-appointed room 
for the use of the association. 

Immediately in front of the Logan House is 
an open station, built entirely of iron elabo- 
rately ornamented, and paved with slate fiag- 
ging, under Avhich all passenger trains over the 
road stop. From the veranda of the hotel a 
view is had of the entire station, and probably 
1 at no other place in America can such an ini- 



22 



THE PAlSr HANDLE AND PEIST^SYLVAKIA ROUTE. 




SCENE AT ALLEGRIPPUS. 



u^ww"'"^"'^-^^''i'S'': 



THE PAN HANDLE AND PENNSYLVANIA ROUTE. 



23 



mense amount of railroad travel and traffic be 
seen. At almost every hour of the day and 
night, trains are arriving and departing, carry- 
ing passengers from all parts of the country, and 
thousands of tons of freight go rushing by to the 
marts of trade and commerce. 

One hundred and twenty-two acres of ground 
are occupied for business purposes in the city 
of Altoona, by the Pennsylvania Railroad Com- 
pany. On this are erected, in addition to the 
"Logan House," the passenger station, freight 
warehouse, otfices of the general superintendent, 
the superintendent of motive power, the super- 
intendent of transportation, with their appurte- 
nances, and the following buildings : — Three 
engine-houses, iron and brass foundry, machine- 
shops, boiler-shop, paint-shop, blacksmith- 
shop, coaling-platform, freighr-car works, pas- 
senger-car shop, planing-mill, tin and cabinet 
shop, upholstery-shop, storehouses, fire-engine 
house, lumber-drier, and other structures, hav- 
ing an aggregate frontage of fully two miles. 
These buildings are of brick, substantially con- 
structed on the most approved plans, and the 
tools and machinery used in them are the best 
that can be procured. As a consequence, the 
work produced is of the highest standard, is 
turned out at the minimum of cost, and with the 
greatest rapidity. Population, 10,610. (Junc- 
tion ofHollidaysburg, Morrison's Cove, Newry, 
Williamsburg, and Springfield Branch Rail- 
roads.) 

Bell's Mills, 123 miles. The Bell's Gap 
(narrow-gauge) Railroad intersects at this sta- 
tion. This road runs to an extensive coal-field 
in the Allegheny mountains, and is carried 
through some rugged scenery by engineering 
skill of the most daring kind, at a grade of 170 
feet to the mile. 

Tyrone, 131 miles, is, like Altoona, a crea- 
tion of the Pennsylvania Railroad, and com- 
menced its career as a town in 1849. Previous 
to and during the Revolutionary war. Captain 
Logan, (not the Mingo chief,) a noted Indian, 
had his cabin at a large spring now within the 
limits of Tyrone. He had been a chief of a 
band of warriors — probably Delawares^on the 
Susquehanna, and in an engagement with a hostile 
tribe had an eye shot out by an arrow. This 
disfigurement was considered by the Indians a 
disgrace, and he was deposed from his chieftain- 
ship. He then came with his family to the Ju- 
niata valley. His friendship for the whites was 
sincere, and he rendered them many and impor- 
tant services. After the Revolution he was de- 
prived of the lands on which Tyrone is built, 
by some white men who purchased them in due 
form — a proceeding the Indian, in his ignorance, 
had omitted. He removed to the Indian town 
of Chinklacamoose, (where Clearfield now 
stands,) and died there, one of the very last 
representatives of his race in Pennsylvania. 

Some three miles east of Tyrone is a valley 
which, for beauty of scenery, historic interest, and 
natural curiosities, deserves to take rank among 
the most interesting places in the United States. 
This is Sinking Valley, formed by a rugged chain 



of mountains on the east, called Canoe ridge, 
and by Bald Eagle mountain on the west. It is 
extensive and fertile, containing many well 
improved farms, mills, iron works, and an intel- 
ligent population. 

This valley was settled as early as 1760, but 
some years previous to that time the existence 
of lead in it was known to the French, who then 
held the western portion of Pennsylvania. The 
settlers were acquainted with these galena de- 
posits ^n 1768; and the proprietary family — with 
that prudence which induced them to preserve 
asprivate property many portions of the province 
promising to be most valuable — reserved this 
valley as a manor. During a portion of the 
Revolutionary war these mines were worked, by 
authority of the Continental Congress, to supply 
the army with lead. 

The great natural curiosity of the valley is 
Sinking creek, from which it takes its name. 
This creek emerges from what is known as the 
Arch Spring, and then passes out of view, 
again and again, as it flows onward. Some of 
the pits through which the creek is visible are 
several hundreds of feet in depth. Many of 
these openings are seen along the sunken stream, 
which at length appears upon the surface for a 
shortdistance. Itthen enters alargecave, through 
which it flows in a channel about twenty feet 
wide for a distance of more than three hundred 
yards, when the cave widens, the creek turns 
and is plunged into a cavern where the waters 
are whirled and churned with terrific force. 
Sticks and large pieces of timber are immedi- 
ately carried out of sight, but where they go has 
never been ascertained, no outlet for the waters 
having been discovered. A stream flowing 
through the town of Tyrone has characteristics 
somewhat similar to this Sinking creek — disap- 
pearing and again reappearing as it flows on- 
ward. 

A few miles from the Arch Spring is a narrow 
pass, in Tussey's mountain, which, for the dis- 
tance of a mile, is cut, like a western canon, 
through huge rocks rising almost perpendicular- 
ly onbothsidesof itto a considerable height. The 
early settlers named the pass Water Street, and 
by this title it is often mentioned in the records 
of colonial times. 

Tyrone has a population of 1,840, and is the 
point of junction of the Tyrcme and Clearfield 
Railroad, running through the bituminous coal- 
fields and lumber regions of Clearfield and Cen- 
tre counties to Curwensville, distance forty- 
seven miles ; of the Bald Eagle Valley Railroad, 
running to the city of Lock Haven, distance 
fifty-five miles, where connection is made with 
the Philadelphia and Erie Railroad ; and of the 
Lewisburg, Centre and Spruce Creek Railroad — 
now in course of construction — running to Lew- 
isburg, also on the Philadelphia and Erie Rail- 
road. 

Spruce Creek, 138 miles. A short tunnel 
is here cut through a mountain spur — the ap- 
proaches to which, particularly from the east, 
are very picturesque. 

Petersburg, 144 miles. Here the railroad 



THE PAN HANDLE AND PENNSYLVANIA KOUTE. 



25 




ALTOONA. 



joins the canal owned by the same Company, 
and the two improvements follow the Juniata 
river to its mouth. 

Huntingdon, 151 miles, was laid out as a 
town in 1777, and named in honor of the Coun- 
tess of Huntingdon. It occupies a spot well 
known to pre-Revolutionary settlers and Indian 
traders, and which had been an important point 
to the savages from time immemorial. It was 
known then, and for years afterward, as 
*' Standing Stone," from the fact that a stone 
column, described as being fourteen feet high 
and six inches square, stood on the flat, below 
the present town, where Stone creek enters the 
Juniata river. This flat was an Indian cornfield 
at the time the first white men visited it. How 
long the stone had stood there, or who first 
erected it, Indian tradition failed to tell. It 
was covered with rude hieroglyphics, and was 
probably a record of the tribe who lived near 



and seemed to consider it sacred. It is asserted 
by some authorities that the name "Oneida," 
one of the great Six Nations, signifies in their 
language "standing stone," and if this is correct 
it is possible that the column at Huntingdon 
contained, in its rude carvings, more of aborigi- 
nal history than the most careful research has 
yet been able to discover. All traces of this 
stone are now gone, and it is believed that the 
Indians carried it off with them when they left 
the valley for the West, at the instigation of the 
French, about 1755. I'his locality, and others 
in the vicinity, were marked bj"- stirring and 
startling events during the Revolutionary war. 
Many of the beautiful scenes which the traveler 
now gazes upon with delight, have been crim- 
soned with the blood of murdered men, women, 
and children ; and many humble and happy 
homes were reduced to the ashes of desolation. 
Population, 8,034 . (Junction of Huntingdon and 






1 1 ^ ■ 


1, 


1 r,-*.;g 


\\\i 




THE PAN HANDLE AND PENNSYLVANIA EOUTE. 



27' 



Broad Top Railroad, running south to Mount 
Dallas, distance forty-five miles, where it unites 
with the Bedford and Bridgeport Railroad to 
Bedford Springs, eight miles further, and to 
Cumberland, Maryland, forty-five miles.) 

Mount Union, 162 miles, is at the eastern 
entrance to Jack's Narrows, made by the Ju- 
niata river forcing its way through Jack's moun- 
tain. This gorge is wild and rugged in its ap- 
pearance, the sides being almost destitute of 
vegetation, exposing immense masses of gray 
and sombre rock. The mountain receives its 
name from a weird, mysterious hunter and In- 
dian-slayer, who made his home in the valley 
previous to the Revolutionary war. The nar- 
rows were called, in early colonial records, 
"Jack Anderson's Narrows," from the fact that 
in them an Indian trader, named John Ander- 
son, and his two servants, were murdered by 
the savages. Population, 535. (Junction of East 
Broad Top Railroad, running into the semi-bitu- 
minous coal fields. ) 

Newton ..Hamii.ton, 165 miles. The river, 
west of this station, makes a horse-shoe bend, 
across which the railroad is cut, crossing the 
stream, where it first strikes it, on a bridge sev- 
enty feet above the water. Population, 350. 

McVettown, 175 miles.' This village is a 
short distance from the railroad, and is noted for 
the value of the iron ore deposits surrounding 
it. Population, 685. 

Lewistown, 188 miles, seat of justice of Miff- 
lin county, occupies a beautiful position on the 
left bank of the Juniata. The town is the most 
populous on the river, and commands a large 
trade. It was laid out in 1790, and incorpo- 
rated in 1795. Population, 2,737. 

Immediately east of the town, between it and 
Mifflin, the railroad passes through the Lewis- 
town Narrows, formed by the Black Log moun- 
tain on the south, and the Shade mountain on 
the north. These were formerlyknownas the 
Long Narrows, and previous to the construction 
of the railroad there was but one house in them 
for a distance of ten miles. The mountains 
rise abruptly from the river to the height, in 
many places, of more than a thousand feet, and 
their sides are generally covered with a dense 
forest growth, giving an appearance of deep 
gloom to the gorge. Here and there the chain 
is partly broken, or its sides indented by ra- 
vines, ana the rocks stand out in naked gran- 
deur ; but as a rule, the walls of nature are in- 
tact, and the foliage covers all. The water flows 
peacefully through the channel it has carved, 
reflecting on its bosom the shadows of the giants 
it conquered in forming a passage. 

The best known Indian who ever lived within 
the limits of Pennsylvania, had his home, at the 
time the whites entered the region, in the Kish- 
icoquillas valley, not many miles above Lewis- 
town, at what is still known as Logan's Spring. 
This was Logan, the Mingo chief, whose name 
is perpetuated in many localities, and whose 
renown figures in history and romance. He was 
the son of Shikellimy, a Cayuga chief, who 
dwelt at Fort Augusta, where Sunbury, Pa., now 



stands, about 1742, and was there converted to 
Christianity by the Moravian missionaries. His 
son was baptized by these missionaries, and 
named by his father after James Logan, secre- 
tary of the province of Pennsylvania. Mingo 
was the name given by the Delaware Indians to 
the Iroquois, or Six Nations, and the Cayugas 
being one of them, the title of Mingo was con- 
ferred upon Logan. When in the prime of man- 
hood, he, with his family, migrated to the West, 
where he led a venturesome and conspicuous 
career, taking, for motives of revenge, an 
active part in hostilities against the whites on 
the Ohio, and was eventually killed, by a Shaw- 
nee Indian, in a drunken quarrel. 

Thus ended the life of a man who, savage 
though he was, possessed some of the noblest 
traits of humanity, and who, unquestionably, 
was endowed with natural abilities of a high 
order. While his adventures and achievements 
are surpassed by many Indian heroes, yet a sin- 
gular attraction has always clung to his history 
and his name, and the latter is perpetuated by 
the white men in counties, villages, townships, 
streams, and many other connections. The trav- 
eler over the Pennsylvania Railroad, as he enters 
the excellent hotel of the company at Altoona, 
will see — conspicuously painted. upon the wall 
of the great dining room — a picture represent- 
ing, in all the gorgeousness of savage dress, 
Logan, the Mingo chief. (Junction of Sunbury 
and Lewistown Railroad, running to Selinsgrove, 
on the Northern Central Railway ; and of the 
Mifflin and Centre County Railroad, to Milroy, 
in Mifflin county.) 

Mifflin, 199 miles. Seat of justice of Juniata 
county. Population, 1,516. 

Perryyille, 202 miles. Poptilation, 559. 

MiLLERSTOWN, 215 milcs. Population, 533. 

Newport, 221 miles. Population, 945. 

Aqueduct, 231 miles. Here the canal crosses 
the Juniata river on an aqueduct constructed of 
wood. Until the completion of the Northern 
Central Railway, in 1858, passengers for points 
up the Susquehanna river took packet-boats on 
the canal at this station. The Pennsylvania 
Railroad hefe leaves the "Blue Juniata," which 
it has followed in its course through mountains 
and valleys from its sources amid the great Al- 
ieghenies, and strikes the broad Susquehanna. 

Massiveness, softness of outline, and variety, 
are the distinguishing peculiarities of the Juni- 
ata scenery. The miniature river, in its course 
of a hundred miles through the numerous out- 
lying mountains, has apparently overcome the 
obstacles in its way by strategy as well as by 
power. At many places it has dashed boldly 
against the wall before it and torn it asunder; 
at others it winds tortuously around the obstruc- 
tion — creeping stealthily through secret valleys 
and secluded glens. At some points the moun- 
tains appear to have retired from the attacking 
current, leaving numerous isolated hills stand- 
ing, as sentinels, to watch its progress. But the 
severed mountains, the towering embankments,, 
and the sentinel-like hills, are all toned into form 
and moulded into shape by the action of the 




I.EWISTOWN NABRQWS, 



THE PAN HANDLE AND PENNSYLVANIA ROUTE. 



29 



elements and the foliage of nature, leaving no 
abrupt precipices and but few naked rocks to 
mar the uniform beauty. Tlie valleys and many 
of the hills are brought under cultivatioa, and 
. some of the latter rise in the distance, present- 
ing alternate squares of yellow, green, and 
brown, showing the progress of agricultural in- 
dustry, while their summits are crowned with 
clumps of forest trees, indicating the luxuriance 
of the growth before the march of civilization 
invaded it. Every hour of the day — every change 
of the season— gives new tints to these moun- 
tains and valleys. The morning mist often 
shrouds them beneath its veil; and as this is 
penetrated and dispersed by the sun, cloud-like 
forms sail away toward the sky, pausing at times 
amid the higher summits as if to rest before 
taking their final flight to join their sisters in the 
illimitable firmament. The tints of evening 
spread over them golden and purple halos, while 
deep and dark shadows sink into the water and 
creep up the wooded embankments. Spring 
clothes the entire landscape in a tender green. 
Summer deepens this into a darker tint, and in- 
tersperses it with the yellow of the ripening 
harvest. Autumn scatters its gems over all, 
lighting up the forests with the many bright 
hues of changing foliage ; and winter brings 
its pure mantle of white, over which tower the 
ever-verdant pines, or repose dark beds of rho- 
dodendrons. 

At some places the road passes through broad, 
cultivated valleys, and at others it is built along 
I'avines so narrow that its bed is carved out of 
the overhanging rocks. Now a mountain spur 
bars its way, and a tunnel is pierced through the 
obstacle; and again the river is so tortuous that 
engineering skill disdained to follow it, and nu- 
merous bridges carr> the roadway from bank 
to bank. Almost every mile of its course opens 
up new scenes, which present themselves to 
the traveler like the ever-changing pictures of a 
kaleidoscope. 

DxjNCANNON, 234 miles. Population, 960. 
One mile above Duncannon is the mouth of the 
Juniata, and the location of Duncan's Island, 
a place noted in the early history of Pennsyl- 
vania. According to the account of David 
Brainerd — a missionary who traveled much 
among the Indians of Pennsylvania about 1745 
— this island contained a large Indian town, 
and was a favorite point of concentration of the 
tribes in the Susquehanna and Juniata valleys. 
At a later period it became the scene of various 
outrages on the part of the Indians, and of 
daring adventures by the white settlers. In 
1756 the settlers abandoned it, and in 1760 a 
bloody fight took place upon it between the 
whites and Indians. On one occasion the wife 
of the owner of the island, with a child before 
her, swam the Susquehanna river on a horse to 
escape from the savages. When it is remem- 
bered that the river here is fully a mile wide, and 
that it was then swollen by the spring freshet, 
the perilousness of the feat can be realized. 
A large Indian mound was built upon the island, 
and also an extensive burial-place, but the con- 



struction of the canal destroyed both. In ex- 
cavating this, many relics were found, such as 
beads, stone hatchets, arrow-heads and the like. 
The Pennsylvania canal here crosses the Susque- 
hanna river— a dam being constructed for that 
purpose, and a bridge whh a double towing-path. 
The beauty of the Susquehanna river, as seen 
from the Pennsylvania Railroad here, cannot 
fail to attract admiration. 

Marysville, 240 miles, is the point where 
the Pennsylvania Railroad crosses the Northern 
Central Railway, the latter forming the direct 
route to Baltimore and Washington. Popula- 
tion, 863. 

RocKViLLE, 243 miles. At this point the rail- 
road emerges from the Blue Ridge, or Kittatinny 
mountain, the last of the great Allegheny range,, 
after crossing the Susquehanna river on a bridge 
3,670 feet in length. From this bridge, looking 
both up and down the river,the views are magnifi- 
cent. To the north are seen the gigantic moun- 
tains, sundered by the water in its passage, leav- 
ing numerous rocks in its channel to break it 
into rapids and fret it into foam ; while the great, 
bridge of the Northern Central Railway stands 
out in bold relief, uniting the villages of Dauphin 
and Marysville. To the south the broad river 
sweeps away, studded with islands and bordered 
by fertile farms, until the spires and domes of 
Harrisburg are seen, and the blue hills of Cum- 
berland and York close the prospect. Rockville 
contains a population of 259. 

Harrisburg, 240 miles, the capital of Penn- 
sylvania, is beautifully located on the Susque- 
hanna. North of it the Lebanon valley extends 
through the county of that name and into Berks, 
embracing an immense area of highly- cultivated, 
rich territory, abounding in iron ore and dotted 
with manufactories ; while to the touth runs the 
Cumberland valley, forming the counties of 
Cumberland and most of Franklin, and second 
to no region in America, of the same extent, in 
picturesqueness, fertility, and mineral wealth. 
The scenery in all directions is fine, but particu- 
larly lovely is that of the Susquehanna river. 

The first settlement made at the site of Harris- 
burg was about 1725, by John Harris, a native of 
Yorkshire, England, who came here from the 
Eastern part of Pennsylvania. At the time of 
this settlement, Indian towns existed on the op- 
posite side of the river, inhabitedv by members 
of the Six Nations, and it was asserted that, by 
a signal, several hundred warriors could be as- 
sembled. John Harris fixed his habitation on. 
the bank of the river, and here had a son born 
in 1726, who is said to have been the first white 
child born in Pennsylvania west of the Cone- 
wago hills. This son was also named John 
Harris, and became, in time, the proprietor of 
the place and the founder of Harrisbitrg. 

Many incidents are related connected with the 
pioneer and his home, and one is worth repeat- 
ing here. A baud of Indians came to his house, 
all of whom were more or less intoxicated. 
They wanted more rum — whisky was not thea 
the common drink in Pennsylvania — but Harris, 
seeing their condition and fearing mischief, re- 



:30 



THE PAN- HANDLE AND PENNSYLVANIA EOUTE. 




fused to supply them. They seized 'and bound 
him to a mulberry tree iu front of his house, 
determining to burn him. While they were 
kindling the fire another band of Indians came 



upon the scene, and, after a struggle, released 
him uninjured. In remembrance of this event 
he directed that, on his death, he be buried at 
the foot of this tree ; and when he died, in 1748. 



THE PAN" HANDLE AND PENNSYLVANIA EOUTE. 



31 




EARLY MORNING ON THE SUSQUEHANNA. 



tis direction was carried out, and Ms remains, 
■witli those of some of liis children, still repose 
there. The tree itself has rotted away, but an 
enclosure preserves the ground and its relics from 
desecration. 

John Harris, Jr., succeeded his father in busi- 
ness, and inherited all his energy. He contin- 
ued to trade with the Indians and to farm, and 
in his time "Harris' Ferry" became a noted 
place. Letters were sent from Europe directed 
" to the care of John Harris, Harris' Ferry, 
North America." He accumulated considerable 
wealth, and when the Declaration of Indepen- 
dence was promulgated, he loaned the Govern- 
ment of the United States £3,000 — a goodly sum 
for that day — taking treasury certificates for it. 
He had strong faith in the advantageous position 
of his property, and when the town of Harris- 
burg was laid out, in 1785, he conveyed to certain 
commissioners named, four acres of ground on 
Capitol Hill, to the east of the present public 
buildings, "in trust for public use, and such 
public purposes as the legislature shall hereafter 
direct." This was done because he believed 
that, at some future period, the capital of Penn- 
sylvania would be established here. 

During the late Rebellion, when Pennsylva- 
nia was invaded, the advance of Lee's army 
reached the Susquehanna river opposite Harris- 
burg, causing the most intense excitement in the 
€it3^ The capital of the State was thought to 
be the objective point of the rebel movement, 
and an attack upon it was confidently antici- 
pated. The archives of the Commonwealth 
were hastily packed, and many of them shipped 
to a point of safety. Troops assembled from all 
quarters to resist the advance ; but a retrograde 
movement was ordered by Lee — the tide of war 
drifted to another scene, and the beautiful hills 
of the Susquehanna were not drenched with 
fraternal blood. ■ 

The State capitol buildings are built of red 
brick, without external ornament of any kind, 
but they are well constructed, and occupy a 



beautiful position in the midst of ornamental 
grounds overlooking the majestic river. Interi- 
orly these buildings present many attractions, 
and a visit to them cannot fail to prove interest- 
ing. The halls of the Senate and House are well 
arranged. The State library is a splendid room, 
well filled with books — many of them valuable. 
In the Executive apartments a complete set of 
the portraits of the governors of Pennsylvania 
is preserved, and the walls and tables are deco- 
rated with many quaint documents and curiosi- 
ties, such as old English charters, treaties be- 
tween the colonial authorities and the Indians, 
signed by the latter with rude hieroglyphics, and 
other mementoes of the State's early history. In 
the arsenal a number of obsolete arms are 
preserved, and near by a marble shaft, sur- 
mounted by a winged angel, is erected in honor 
of the Pennsylvania volunteers who fell in 
Mexico. 

The City of Harrisburg has a population of 
23,104, and is the point of junction of the Leba- 
non Valley Railroad, running to Reading, dis- 
tance fifty-four miles; of the Cumberland Val- 
ley Railroad, running to Martinsburg, Virginia, 
ninety-four miles; and of the Schuylkill and 
Susquehanna Railroad, running to Auburn, 
Schuylkill county, Pennsylvania, distance fifty- 
nine miles. Connections are also formed here 
with the Northern Central Railway, south, to 
Baltimore, eighty-four miles, and Washington, 
134 miles; and north to Canandaigua, New York, 
241 miles. By the Northern Central Railway, 
connection is made with the Philadelphia and 
Erie Railroad, at Sunbury, to Erie, Pennsylva- 
nia, on the lake of that name ; with the Erie Rail- 
way, at Elmira, and the New York Central 
Railroad, at Canandaigua, for Rochester, Buf- 
falo, and Niagara Falls. Of these roads the 
Northern Central and the Cumberland Valley 
are controlled, and the Philadelphia and Erie is 
leased, by the Pennsylvania Railroad Company. 
I MiDDLETOWN, 258 miles, is built at the junc- 
I tion of the branch road via Columbia, and at 



32 



THE PAN HAISTDLE AND P EN-NTSTu VV^C \. 33CrCE, 




THE PAN HANDLE AND PEN j>rSyLVANlA KOUTE. 



33 



the confluence of the Swatara with the Susque- 
hanna river. The Emmaus Institute, "devoted to 
the education of poor orphan children, who are 
to be carefully trained in the doctrines of the 
Evangelical Lutheran Church," is located here. 

Middletown was laid out in 1755, the site 
being that of an Indian village. It was named 
Middletown because of its situation midway be- 
tween Lancaster and Carlisle — the town of Har- 
risburg not being laid out until thirty years later. 
It soon acquired an active trade, and during 
the Revolutionary war a commissary post was 
established here, from which supplies were sent 
up the Susquehanna for General Sullivan's expe- 
dition against the Six Nations. During the time 
the lead mines in Sinking valley were worked 
by the Government to supply the Continental 
army, the lead was refined and prepared for use 
at Middletown. Population, 2,980. 

Elizabethtown, 266 miles. Population, 858. 

Mount Joy, 273 miles. Population, 1,896. A 
Soldiers' Orphans' School is located here. 

Lancaster, 285 miles. This city was laid 
out in 1730, and soon became an important 
point in the colony of Penn. It was a favorite 
place for holding councils and making treaties 
with the Indians, and the early colonial records 
give accounts of many such conclaves. In 1748, 
at a council held here, attended by commission- 
ers from Virginia, Maryland, and Pennsylvania, 
the first purchase of territory west of the Alle- 
gheny mountains was effected. 

At the time of Braddock's expedition against 
Fort Du Quesne, Lancaster became the scene of 
active military operations. Dr. Franklin took a 
prominent part in fitting out this expedition, and 
through his personal exertions two hundred and 
fifty wagons and as many pack-horses were 
raised, principally in Lancaster county, to carry 
supplies and provide for the sick and wounded. 
In 1758 General Forbes' celebrated expedition 
against the same point was fitted out, consisting 
of regulars and the provincial troops of Penn- 
sylvania and Virginia, under Colonels Bouquet 
and "Washington, and Lancaster again assumed a 
military aspect. On the return of this expedition 
barracks for five hundred men were erected here 
for the protection of this portion of the province. 
These barracks remained standing until a com- 
paratively recent period, and during the Revo- 
lutionary war were used as a prison in which to 
confine captured British soldiers. 

Braddock's defeat may be said to have ter- 
minated the peace which had existed for seventy 
years between the settlers in Pennsylvania and 
the Indians. In the language of a historian, 
" the whole frontier, fronT the Delaware to the 
Potomac, was now lighted with the blaze of 
burning cottages, and the hamlets in the lovely 
limestone coves west of the Susquehanna were 
reduced to ashes." These outrages aggravated 
beyond endurance the hot-blooded Scotch-Irish 
settlers along the Susquehanna. They believed 
a secret understanding existed between the hos- 
tile tribes of the West and the Indian settle- 
ments claiming to be Christianized among the 
Moravians, and that information was conveyed 
3— P.H. 



by the latter to the former, which enabled the 
savages to attack unprotected settlements and 
escape punishment. A long-continued series of 
murders — some of them horrible in details — 
inspired these settlers with a blind fury, and on 
the night of the 14th of December, 1763, a party 
of them from the townships of Donegal and 
Paxton, (near the present city of Harrisburg,) 
known by the name of the "Paxton Boys," at- 
tacked the Indian village of Conestoga, near 
Lancaster, for the purpose, as they alleged, of 
securing some hostile Indians who were harbored 
there. The number of assailants is variously 
e stim ated at from twenty tofifty. Fewof the In- 
dians were at home. Dr. Franklin, in his nar- 
rative, says there were only three men, two 
women, and a boy, and these offered but a feeble 
resistance. All that were found were massacred, 
and their dwellings reduced to ashes. The citi- 
zens and magistrates of Lancaster, shocked at 
the horrible outrage, gathered the scattered in- 
dividuals of the tribe who remained into the 
stone workhouse, where, under bolts and bars, 
they were considered safe until they could be 
conveyed to Philadelphia for protection. But 
the "Paxton Boys" were not satisfied with 
anything short of the extennination of the tribe. 
Concealing themselves at night, near Lancaster, 
they waited until the next day, (Sunday, De- 
cember 27th,) when the citizens were attending 
religious services, and then dashing into the 
town they seized the keeper of the workhouse, 
and rushing into the building murdered every 
Indian in it, some fourteen in number. Their 
work was quickly done, and before the citizens 
could assemble they were gone. 

During the Revolutionaiy war Lancaster 
played no insignificant part. While the tide of 
toattle never reached the borders of the county, 
nor the din of strife sounded in its streets, it 
proved a city of refuge for the Continental Con- 
gress, which fled here after the disastrous battle 
of Brandy wine. Subsequently it became and 
remained for some years the capital of the State. 
Population, 20,233. 

Kinzer's, 300 miles. Kear this station are 
the American Nickel Mines, the only mines of 
this mineral worked in the United States. 

Gap, 302 miles, is the highest point on the 
railroad between the Schuylkill and the Susque- 
hanna rivers — the elevation being five hundred 
and sixty feet above tide, while at Harrisburg 
it is but three hundred and ten. The station is 
so named from the opening in Mine hill, through 
which the road pa«ses from the Chester val- 
ley into the valley of Pequea creek. Popula- 
tion, 168. 

Christiana, 305 miles. This place, immedi- 
ately within the eastern line of Lancaster coun- 
ty, is known in history as the scene of certain 
riots, in 1851, growing out of an attempt to 
capture some fugitive slaves by their owners 
from Maryland, assisted by local officers. In 
these disturbances a Marylander was killed, 
and several others, white and colored, were 
wounded. For a time the occurrence caused 
great excitement, and furnished a fruitful text 



34 



THE PAN HANDLE AND PENNSYLVANIA ROUTE. 







LANCASTER FARM. 



for the newspapers of the country. Popula- 
tion, 350. 

Parkesbtjrg, 310 miles. This town, which 
is in Chester county, owes its existence to the 
old Columbia Railroad, for it was here that the 
Stale built her machine-shops when that work 
was constructed, and here the principal officers 
of the road were located. The site was proba- 
bly selected because of its position midway on 
the line, and for twenty years it prospered as a 
center of railroad industry and management. 
Population, 600. 

PoMEROT, 311 miles. Junction of Pennsyl- 
vania and Delaware Branch to Delaware City. 
Distance, 38 miles. 

CoATESViLLE, 315 miles, is beautifully situat- 
ed on the Brandywine, over which the railroad 
is carried on a magnificent iron bridge, eight 
hundred and thirty-six feet in length and sev- 
enty-three feet above the water. In passing 
over this structure, the traveler can gaze from 
the car windows at furnace stacks belching forth 
their smoke below him, while far down in the 
valley a panorama of industry is seen. Popu- 
lation, 2,035. , , 

DowNiNGTOWN, 321 milcs, is pleasantly located 
in the midst of the great Chester valley, on 



the Big Brand5'wine. It was first settled about 
1700, although a deed for a part of the ground on 
which it stands is dated in 1682. It was origi- 
nally called Milltown, from the fact of a mill 
being erected on the Brandywine about 1735, 
by Thomas Downing, and eventually the town 
was named after that family, one of whom,. 
Richard Downing, was a commissary during the 
Revolutionary war, when the American troops 
occupied the place as a military post. It had 
then its stirring incidents and romantic events, 
and suffered many of the hardships attendant, 
upon tlie memorable conflict. Population, 1,077. 
(Junction of branch road to Waynesburg, distant 

18 miles.) „ -, -nr i. 

Malvern, 332 miles. Junction of road to W est 
Chester, the county seat of Chester county. 
About half a mile southwest of this station the 
treacherous and disastrous surprise of a detach- 
ment of the American army, under General 
Wayne, occurred, on the night of the 20th of 
September, 1777, known in history as the "Paoll 
massacre." After the battle of Brandywine, 
Washington withdrew across the Schuylkill river, 
and sent General Wayne, with a force of fifteen 
hundred men, to join General Smallwood and 
annoy the rear of the enemy, then advancftig. 



THE PA]Sr HANDLE AND PENNSYLVANIA KOUTE. 



35 



toward Philadelphia. Wayne, on the night of 
the massacre, encamped his detachment in a 
retired position, at some distance from the public 
road. The British commander receiving infor- 
mation from the tories of Wayne's position, 
detached General Grey, a brave and desperate 
officer, to cut him off. Piloted by these tories. 
Grey stole his way through the woods, drove in 
the American pickets, and rushed upon the 
sleeping camp. Some volleys were fired by the 
Americans, but they were soon overpowered. 
General Grey, it is said, ordered his troops to 
give no quarter ; and one hundred and fifty 
American soldiers were killed, many of them in 
cold blood, after all resistance was over. The 
enemy set fire to the straw of the camp, and 
some of the wounded, being unable to escape, 
perished in the flames. The whole American 
force must have been cut off and destroyed if 
Wayne had not preserved his coolness. He ral- 
lied a few detachments, who withstood the shock 
of the enemy, and covered the retreat. 

The bodies of fifty -three Americans killed in 
this attack were found near the scene of action 
and buried in one grave on the field. On the 
30th of September, 1817, forty years after the 
massacre, a monument, composed of a blue 
marble base and white marble pyramid, the 
whole being about eight feet high, was erected 
over their remains. This monument bears upon 
its four sides the following inscriptions: East 
side — " This memorial, in honor of Revolution- 

' ary patriotism, was erected September 20th, 
1817, by the Republican Artillerists of Chester 
county, aided by the contributions of their fel- 
low-citizens. " West side — "Sacred to the mem- 
ory of the patriots who, on this spot, fell a sac- 
rifice to British barbarity, during the struggle for 
American independence, on the night of the 20th 
September, 1777." North side — " The atrocious 
massacre which this stone commemorates was 
perpetrated by British troops, under the imme- 
diate oommand of Major-Geyeral Grey." South 
side — "Here repose the remains of fifty-three 
American soldiers, who were the victims of 

., old-bH)oded cruelty in the well-known mas- 
sacre at the Paoli, while under the command 
of Gen. Anthony Wayne, an officer whose mil- 
itary conduct, bravery and humanity were 
equally conspicuous throughout the Revolution- 
ary w/ar." 

The monument is reached after a short walk 
through the fields from Malvern station. It 
stands on the center of the grave in which the 

r slaughtered heroes were buried, in the southeast 
corner of a large field owned and used by the 
military organizations of Chester county for 
parades and encampments. The grave itself is 
about sixty feet long by twenty wide, is sur- 
rounded by a stone wall some two feet high, 
and is covered by a smooth green sward, im- 
mediately adjacent to it, and encircling the field, 
are some fine old oak, chestnut, and other trees, 

I many of which must have been of good size 
when the massacre occurred. The entire sciene 
of the memorable confiict is probably the best 

; preserved of any that marked the progress of 



the Revolutionary war, and will always remain a 
sacred shrine to the citizens of a free country. 

Paoli, 334 miles, is the point to which the 
local accommodation trains are run, to and 
from Philadelphia, over the Pennsylvania Rail- 
road. It is an old settlement, and was a noted 
point on the road leading to Lancaster before 
and during the Revolutionary war. General 
Anthony Wayne was born about one and a 
quarter miles south of Paoli. The house in 
which he was born, and where he spent most of 
his life when not engaged in military cam- 
paigns, is now owned and occupied by one of 
his descendants, who preseiwes intact the mag- 
nificent old homestead of five hundred acres, as 
well as the apartments occupied by the general 
during life, with all tlieir furniture unchanged. 

Reeskville, 836 miles. 

Eagle, 338 miles. 

Wayne, 839 miles. In Delaware county. 

Radnor, 341 miles. 

Upton, 342 miles. 

ViLLANOVA, 343 miles. Villanova College, in 
charge of the Augustinian Fathers, is at this 
station. 

RosEMONT, 344 miles> 

Bryn Mawr, 345 miles. This station, the 
first reached in Montgomery county, may well 
be cited as a model of taste and beauty. Occu- 
pying a delightful position in the midst of a 
fertile and well-watered country, the railroad 
company saw its advantages and determined to 
improve them. Beautiful and comfortable sta- 
tion-buildings were built, and these were fol- 
lowed by a superb hotel and other improve- 
ments. Naturally these conveniences attracted 
visitors and residents, and from a scattered ham- 
let the place has, in a few years, grown into an 
elegant suburban town. During the summer 
months Bryn Mawr is a favorite residence for 
Philadelphians., as well as for visitors from more 
remote points. The accommodations provided, 
both for permanent and transient guests, are of a 
superior order. Population, 800. 

Haverfokd, 345| miles. Haverford College, 
controlled by the Society of Friends, is a short 
distance south of this station. 

Athensville, 346 miles. 

Wynnewood, 347 miles. 

Elm, 348 miles. The national encampment 
of the "Patrons of Husbandry," established 
for the accommodation of Centennial visitors, is 
located here. A short distance north of the 
station is "Belmont Park," an excellently ar- 
ranged trial and exhibition ground for horses. 

Merion, 349 miles. 

OvERBROOK, 350 miles. The College of St. 
Charles Borromeo, one of the largest edifices of 
the kind in America, is near this station, which 
is within the corporate limits of Philadelphia. 

Hestonville, 351 miles. 

Centennial Depot, 353 miles. A special 
station, reached by circular tracks from the main 
road, established by the Pennsylvania Railroad 
Company for the accommodation of Centennial 
visitors. This depot is accessible by trains 
from all dipections. 



36 



THE PAN HANDLE AND PENNSYLVANIA ROUTE. 




BRYN MAWR HOTEL. 



Manttta Junction, 353 miles. Point of con- ] 
nection of main line and New York divisions 
of the Pennsylvania Railroad. 

Philadelphia, 354 miles, terminus of the 
main line— the second city in the United States 
in population, and the first in the number of its 
buildings, territorial area and manufacturing im- 
portance—is built upon the right bank of the 
Delaware river, at the confluence of the Schuyl- 
kill, ninety-six miles from the ocean. It was 
laid out by direction of William Penn, the pro- 
prietor and founder of Pennsylvania, in 1682. 

The first colony for Pennsylvania left England 
in August, 1681, in three ships, and the earliest 
to arrive was the ship " John and Sarah," from 
London, commanded by Captain Smith. These 
colonists landed at the Swedish settlement of 
Upland (now Chester) and remained there during 
the first winter. At the time of their arrival 
Philadelphia had not been located. Indeed, it 
would seem that Penn was in no great hurry to 
lay out his metropolis, being determined to select 
the most available position for it. This was 
finally accomplished, and in 1683 Penn writes, 
saying, "Philadelphia is at last laid out, to the 
great content of those here ;" and adds, ' ' of all the 
many places I have seeh in the world, I remem- 
ber not one better seated, so that it seems to me 
to have been appointed for a town." The survey 
was made by Thomas Holme, who had been in 
England appointed surveyor general of the pro- 
vince, and arrived here in the early part of the 
summer of 1683. His plot of the city was com- 
pleted about the end of that year, and copies of 



his original map are still in existence. The ground j^ 
embraced in his survey extended from Cedar 
street on the south to Vine street on the north, 
running through from the Delaware to the Schuyl- 
kill, being about one mile in width and two 
miles in length, and this continued to be the 
limits of the " old city" up to the consolidation 
of the districts, and, in fact, the entire county, in 
1854. At the time this survey was made, there 
were no improvements within its limits. The 
Swedes had a settlement on its southern bor- 
der, made as early as 1637, and it is. proba- ^ 
ble that some lived north of it ; but its area was , 
an unbroken wilderness, intersected by creeks 
and streams, dotted with swamps and ponds, and 
crossed at various places by Indian paths. The 
forest trees were noted for their magnitude, and 
gave to the place the Indian name of Coaqua- 
nock, signifying " the place of tall pines." On 
the Delaware front was a high bank, in which 
the first settlers excavated caves, where they re- 
sided while their new homes were being erected. :; 
Philadelphia was organized as a borough, with a 
mayor and six aldermen, in 1684 ; and on the 
25th of October, 1701, Penn granted it a charter 
as a city. From its foundation it may be said to 
have had an uninterrupted career of prosperity. 
Freed, as it was, from hostile Indians, and hav- 
ing none of the calamities to contend with which 
so harassed and impoverished the early settle- 
ments in Virginia and New England, it increased 
steadily in population and commerce, and soon 
became the first city on the continent — a position i 
it continued to hold until long after the Revolu- r 



THE PAK HANDLE AND PElSTlSTSYLVAlSriA EOUTE. 



37 



tionary "war, and in some respects still main- 
tains. 

Notwithstanding its rapid improvement and 
growth, Philadelphia possesses more relics of the 
past — more edifices around which hang ^ halo of 
history — than any other city in the Union. The 
oldest among these is a portion of Penn's cot- 
tage, in Letitia court — a small street running 
from Market to Chestnut, between Front and 
Second. This was built for Penn's use before 
his first arrival in the colony. It is a little two- 
story brick house, and is now occupied as a 
tavern. Near it is the Old London Coffee House, 
on the corner of Front and Market streets, a 
noted place in early colonial days, which is at 
present a tobacco store. It was built in 1702. 
The old Swedes' Church, which stands on Swan- 
son street, (so named from the Swedish family 
who once owned all the land in that part of the 
city,) below Christian, is one of the most vener- 
able edifices in America. The first church upon 
the site was erected in 1677, and served both for 
a place of worship and of defense, being con- 
structed with loop-holes and other appliances of 
defensive warfare. The present brick edifice 
was built in 1700. Another sacred relic of colo- 
nial times is Christ Church, on Second street, 
north of Market. It was begun in 1727 and fin- 
ished by the raising of the steeple in 1754. Its 
chime of bells is among the oldest this side of 
the Atlantic. On the tenor is inscribed, ' ' Christ 
Church, Philadelphia. Thomas Lester and 
Thomas Peck, of London, made us all." When 
the British troops tookPhiladelphia, these bells, 
like others in the city, were removed to prevent 
them falling into the hands of the enemy and 
being cast into cannon. They returned with the 
patriots, and have remained to peal forth their 
music ever since. In their time they have sum- 
moned to worship some of the greatest men the 
country has produced. Washington was a regu- 
lar attendant at Christ Church when President 
of the United States, and many of the heroes and 
patriots of the "times that tried men's souls" 
rest in its vaults. 

" Independence Hall," the Mecca of American 
freemen, stands on Chestnut street, between 
Fifth and Sixth. It was commenced in 1729 and 
completed in 1734. This building has been so 
often described that almost every school-boy is 
familiar with its history. It was in it that the 
Declaration of Independence was considered 
and adopted, and from its portals it was pro- 
claimed. In it Washington read his farewell 
address to the American people ; in it the Arti- 
cles of Confederation were adopted in 1778 ; 
and in it the Constitution of the United States 
was framed in 1787. Almost every name and 
every incident connected with the birth of the 
nation is associated with this edifice. Another 
edifice, scarcely less sacred, is " Carpenters' 
Hall," which stands to the south of Chestnut 
street, between Third and Fourth streets, and is 
reached by a passage-way from the street first 
named. It was built in 1770 by the Association 
of House Carpenters, and is still owned by them. 
The first Colonial Congress assembled in this 



building September 5th, 1774 — that body which 
Lord Chatham declared to Benjamin Franklin 
to be "the most honorable assembly of men 
that had ever been known," — and it was in it 
that Patrick Henrji- poured forth those passionate 
appeals for liberty which so electrified the colo- 
nies. 

More than three-quarters of a century passed 
peacefully away while the colonists of Penn 
and their descendants were building up the city, 
founding a State, and firmly establishing those 
principles of justice and liberty which induced 
them to seek homes in the new world. But the 
long reign of peace ended, and the colonies pre- 
pared to resist oppressions on the part of the 
mother country which they could no longer en- 
dure. The first Colonial Congress met, and, after 
declaring their determination to insist upon their 
rights as men and as freemen, adjourned. The 
second convened in Independence Hall, on the 
10th of May, 1775. When it adjourned, the colo- 
nists had girded on their armor, and pledged 
their lives, their fortunes and their sacred honor 
to be free and independent. Philadelphia then 
became, more than ever, the center of the United 
colonies, and for the next eight years its history 
is a most stirring one. It was here that Washing- 
ton was proclaimed commander-in-chief of all 
the forces raised and to be raised for the achieve- 
ment of independence. It was here that Mercer 
and Wayne and Sullivan, and hundreds of other 
heroes whose names are immortal, rallied around 
the great chieftain, never to desert him while life 
lasted and the cause he championed needed their 
services. It was here that Robert Morris plann ed 
and executed his financial schemes, which kept 
the suffering band of patriots together through 
the long struggle that so gloriously terminated 
with the surrender of Cornwallis at Yorktown, 
During this struggle the country around Phila- 
delphia was made sacred by several battles. To 
the west, and at the distance of but a few miles, 
lies the field of Brandywine, where the Ameri- 
cans, under Washington, so gallantly but fruit- 
lessly contended for an entire day, on the 11th 
of September, 1777, against the well-appointed 
veterans of Great Britain, commanded by Gen- 
eral Howe. Again, at Germ an town, within the 
present city limits, the same forces met, on the 
4th of October of the same year, and fought 
with equal desperation but with a similar result. 
It was at Red Bank, a month later, in sight of 
the city, that the Hessians were so gallantly re- 
pulsed by Colonel Greene, and Count Dunop, 
their commander, fell and lies buried. It was 
through the counties of Chester and Bucks that 
" Mad Anthony Wayne " and Col. John Lacy 
and their Pennsylvanians raided, with a daring 
that no obstacles could check, for provisions to 
feed Washington's starving army at Valley 
Forge. It was through tl'.e streets of Philadel- 
phia that the Hessians, captured at Trenton, 
were marched by their tf.ttered guards. It was 
through the same stree's that the entire Conti- 
nental army paraded, headed by Washington, 
when it became necessary to convince the doubt- 
ing that the struggle against the power of Great 



38 



THE TAN HANDLE AND PElSTlsrSYLVAlSriA EOUTE. 




STATE HOUSE AMD INDEPENDENCE HALL. 



THE PAN HANDLE AND PENNSYLVANIA KOUTE, 



39 



Britain was not a hopeless one. And it was here 
that Pennsylvania's committee of safety put forth 
that unconquerable zeal and determination which 
knew no shadow of f eai- and no abatement of hope 
■until the war had accomplished all they desired. 
During the war the British forces had posses- 
sion of Philadelphia about nine months, having 
■entered it on the 26th of September, 1777, and 
evacuated it on the 19th of June, 1778. After 
the evacuation, the American army retook pos- 
session, and General Benedict Arnold was placed 
in immediate command. His style of living 
rivaled that of the English lords who had pre- 
ceded him ; and it is believed that this extrava- 
gance led to embarrassments which afterward 
caused him to attempt the sale of his country. 
The Continental Congress resumed its sessions 
iere, and the invaders never again trod the 
streets of the city. From- that time until the close 
of the war Philadelphia continued to be the cen- 
ter and capital of the struggling colonies. 

When peace was proclaimed and the national 
existence recognized. New York became, for a 
time, the seat of government ; but in 1790 it was 
removed to Philadelphia, where it remained for 
ten years, and thijn was finally' fixed at Washing- 
ton. The re-establishment of the national capi- 
tal here brought with it Washington, who was 
then President ; John Adams, Vice-President ; 
and Thomas Jefferson, Alexander Hamilton, 
General Knox, and others who were connected 
wdth the cabinet. Not one of the mansions oc- 
cupied by these men is now standing. Congress 
held its sessions in the building at the southeast 
corner of Sixth and Chestnut streets, which still 
remains, externally, in the condition it tlien was, 
the House of Eepresentatives occupying the first 
floor and the Senate the second. The Supreme 
■Court of the United States sat on the second floor 
of the building at the corner of Fifth and Chest- 
nut streets, now occupied by the mayor. 

After the removal of the seat of government 
to Washington, Philadelphia lost much of its 
political prestige, but none of its importance as 
a place of business. The commerce of the city 
^rew rapidly during the early pai't of the nine- 
teenth century, and its supremacy in this respect 
over all American rivals was unquestioned. 
Trade with the East and West Indies developed 
into prominence, and the accumulation of wealth 
by merchants was rapid and vast. Some of the 
names connected with this commerce are famil- 
iar to mos't readers, and one of them, by the 
magnificent charity and wonderful foresight of 
him vfho bore it, is so blendetl with Philadelphia 
that no sketch of the city could be complete 
without its mention. 

Stephen Girard came to Philadelphia in his 
youth, comparatively poor. He was a French- 
man by birth, but at an early age went to sea 
and followed it for many years. It was as cap- 
tain of a ship that he first entered the Delaware, 
and he continued to make his voyages for some 
time after he had fixed upon this as his home. 
Pinally he settled down in Philadelphia as a gen- 
eral trader, and by his almost supernatural 
sagacity and indomitable energy accumulated 



the largest fortune ever, up to that period, gained 
by an American. He died in 1832, leaving all 
his property, with the exception of a few insig- 
uilicant personal bequests, to the city. At that 
time his estate, so bequeathed, was estimated at 
s-everal millions of dollars, and now it is probably 
worth more than fifty millions. A part of this 
estate was, by his will, to be devoted to the foun- 
dation of a college, which should accommodate 
not less than three hundred children, who must 
be poor, white male orphans, between the ages 
of six and ten years, and who are to be sup- 
ported and instructed until they aiTive at the age 
of sixteen, when they must be apprenticed to 
good trades or other useful avocations. To meet 
this requirement the city erected, on the site 
designated and bequeathed by Girard, consisting 
of forty-five acres of ground on Ridge road, a 
structure at a cost of two millions of dollars, 
which is one of the most beautiful buildings in 
America, and the truest specimen of Grecian 
architecture of modern times. It now contains 
five hundred and forty-six pupils, and the number 
is from year to year increased. 

As the city grew in population and extent it 
was found that the divided authority which ex- 
isted in it and its many suburbs, called districts, 
was a serious obstacle to the preservation of 
order. This led to the consolidation, in one 
municipality and under one charter, of the entire 
county oi. Philadelphia, ia 1854. By this act it 
became the largest city in territorial area in Amer- 
ica, and second only to London, in Europe. Its 
limits now embrace one hundred and twenty 
square miles, — the extreme length, north and 
south, being twenty-three miles, and the width, 
from east to west, averaging about five and a half 
miles. Within this area are embraced a number of 
suburban villages. Among these, Germantown, 
Chestnut Hill, and Torresdale, are noted for their 
elegant residences ; Roxborough, Manayunk, 
Falls of Schuylkill, and Frankford, are cele- 
brated for their manufactories ; and Byberry, 
Holmesburg, and others, are raral villages. Each 
of these places has its history as well as its 
peculiarities — the first frequently being as ro- 
mantic as the second is striking, but they are 
all now parts of one grand and varied munici- 
pality. 

During the last few years the commerce of 
Philadelphia, which had languished for a long 
time, has been greatly stimulated, and it is 
probable that within the next decade it will 
grow to proportions greater than ever before. 
The transportation system controlled by the 
Pennsylvania Railroad Company is making 
Philadelphia a principal outlet for the products 
of the West, and the shipping interests of Eu- 
rope are fast learning that freights can as cer- 
tainly, conveniently and cheaply be obtained 
here as at any American port. In consequence 
of this, regular lines of steamers have already 
been established, principally through the aid of 
the Pennsylvania Railroad Company, to and 
from Antwerp and Liverpo-1, and irregular 
steamers are arriving from many other fiuro- 
pean ports. Sailing vessels from India, China, 



THE PAN HANDLE AND PENNSYLVANIA KOUTE 




THE PAN HANDLE AND PENNSYLVANIA ROUTE. 



41 



the West India Islands, South America, and 
Italy, can at all times he seen loading and un- 
loading at the -wharves, and local lines of steam- 
ships connect Philadelphia with Havana, New 
Orleans, Savannah, Wilmington and Charleston. 
With a history embracing so much that is 
interesting to Americans — with resources which 
have stimulated its manufactories to the highest 
degree of proficiency and prominence — with su- 
perior transportation connections binding it to 



all portions of the United States — with a com- 
paratively unlimited area open to its growth — 
with a rich and vast territory tributary to its 
markets — with its commerce resuscitated and 
rapidly growing in importance — Philadelphia 
can fairly claim a position among the great 
cities of the world. 

Population. — Aggregate, 674,022 — native, 
490,398 ; foreign, 183,624. Irish, 96,698 ; Ger- 
man, 50,746 ; colored, 22,147. 



CAPE MAY. 

( See Illustration on back of Map.) 

Cape May, eighty-one miles from Philadelphia, is a popular and in some respects the most 
attractive seaside resort in America. More than half a century ago Cape May was visited by per- 
sons in search of heialth and recreation. It was not, however, until the popularization of steam 
navigation that it began to develop into the proportions it now presents. Watson, in his "An- 
nals," describing a visit there in 1822, says, it "is a village of about twenty houses, and the 
streets are very clean and grassy." Within the last quarter of a century its growth has been 
steady, and it rises now into the grandeur of a city, with beautiful avenues lighted with gas, 
and commodious hotels and cottages, rivaling the finest metropolitan edifices in magnifirence and 
comfort. It is built upon the extreme point of the cape from which it takes its name, so called 
after Cornelius Jacobus M^y, a navigator in the service of the Dutch West India Company, who 
visited Delaware bay in 1623. The territory embraced in Cape May county was purchased from 
the Indians in 1630, by a Dutch colony — the deed for the purchase being still preserved 
among the archives of the State of New York, at Albany. This cape forms the eastern shore 
of Delaware bay, and has the wide Atlantic on its east and south. The bathing-ground is the 
finest and safest, probably, in the United States— the waves of the mighty ocean rolling in over 
a wide, shelving shore of smooth sand, and breaking into ripples that chase each other far 
up the beach. Here, during the season, thousands of bathers, of all ages and both sexes, sport 
in the waters, while white sails and puffing steamers go gliding by, in plain sight of the 
beach, to all parts of the world. The sands of the shore, packed into solidity by the ever- 
recurring tides, form a beautiful drive extending for miles, and pleasure-carriages may be seen 
rolling along it, so close to the water that the foam of the waves flecks their wheels. The 
drives to Cold Spring and Diamond Beach, where those bright pebbles, known as "Cape 
May diamonds," are found, are also popular. Cape May light-house stands within the limits 
of the city, and away across the waters its twin light, at Cape Henlopen, in Delaware, may be 
seen — the two marking the entrance into Delaware bay and river. The improvement of Cape 
May is very rapid, and city lots now readily command prices that twenty years ago would 
have been considered fabulous. Eveiy season many handsome private cottages are erected. 
The hotels are numerous — some of them being immense structures, complete and elegant in all 
their appointments. Every taste can be gratified, and all classes of visitors find satisfactory 
accommodations. The facility with which Cape May is now reached has made it a popular re- 
sort for excursionists, who go by thousands for a " day by the sea and a dip in the surf," and a 
commodious building for their accommodation has been erected by the West Jersey Eailroad 
Company. Regattas, concerts and balls mingle their delights with the natural attractions of the 
place, and, during the season, life here is a continuous round of enjoyment and pleasure. The 
time consumed by the trip between Philadelphia and this " city by the sea" is less than three 
hours, and the accommodations afforded for the journey are equal to those provided on the best 
American railroads. Fare, Philadelphia to Cape May, $2.50 ; Excursion Tickets for the round 
trip, $4.00. Past Express trains will run between Philadelphia and Cape May during the Cen- 
tennial Exhibition. For particulars see Philadelphia daily papers. 



APPENDIX. 



LIST OF HOTELS IN PHILADELPHIA. 



NAME OF HOTEL. 


LOCATION. 


CAPACITY. 


BATE. 


PKOPKIETOK. 




517 and 519 Chestnut Street 


650 
300 

•200 
150 

5,000 
50 
600 
125 
150 
300 
225 
200 

1,000 
600 

2,000 
50 
250 
125 
150 
300 
150 
200 
300 
100 

3,000 

2,000 

1,000 
250 
250 

5,000 

3,000 
250 
250 
400 
150 
250 

1,000 
100 
40 

1,000 
400 
175 
150 

1,000 
300 
125 
200 
50 
150 
250 
70 
300 
400 
400 
500 
350 
200 
550 
200 

1,000 
200 
500 
400 ■ 
250 
600 
200 
150 


$4.00 
3.00 
3.00 
2.50 

European. 

European. 
4,00 
2.50 
2.50 
2.50 
2.50 
2.50 
5.00 
5.00 

European 

European 
3.00 
2.50 
2.50 

European 
2.50 

European 
2.50 

European 
5.00 

European 
5.00 

European 
2.50 

European 

European 
5.00 

European 
5.00 
2.50 

European 

European 

Kuropean 

Eur >pean 
4.00 
3.50 
3.50 
2.50 

European 
2.50 

European 
2.50 

European 

European 
2.50 
2.50 
2.50 
5.00 
4.50 
2.50 to 3. 
5.00 
2.50 

European 
2.50 
5.00 
3.00 
4 00 
4.00 

European 


S. M. Heulings. 




812 and 814 Market Street 

No. 1 Arch Street 


A. Beck. 




C. W. Locke. 


Alleu House 


1220 Market Street 


Wm. Christian. 


Centennial Grounds 


John Crump. 




South Penn Square and Broad Street. 
Eleventh and Market Streets 


Stephen G. Clark. 




Curlis Davis. 


Barfey Sheaf HoteL. 


257 North Second Street 


Pancost, Forsyth & Bro. 


425 North Third Street 


J. W. Kern & Bro. 




335 and 327 North Second Street 

413 North Second Street 


Jacoby & Zetty. 


Bald Eacle Hotel 


Bederaur & Schmoyer. 


Bull's Head Hotel 


1025 and 1027 Market Street 


Townsend & Taylor. 




Chestnut Street, corner Ninth 

Fifteenth and Chestnut Streets 

Broad Street and Alleghany Avenue.. 
Broad and Chestnut Streets 


J. E. Kingsley & Co. 




John Crump. 


Centennial . Palace Hotel... 


S. C. Altemus, Manager. 
Mrs. Smith. 


Central Avenue House 


831 Market Sti-eet 


0. H. Dash. 


Broad and Arch Streets 


Lewis H. Worman. 




826 Market Street 


Henry Schlichler. 




115 South Eighth Street 


Chas. Kleckner. 




106 and 108 South Delaware Avenue.. 


Richard Westoott. 


Doyle's Hotel & Restaurant 
Eao'le Hotfl 




227 North Third Street... 


H. H. Manderbach. 




Corner Seventh and Chestnut Streets 
Centennial Grounds 


F. A. Miller. 


Globe Hotel 


John A. Rice, Manager. 




Eleventh Street and Somerset Avenue 
Ninth and Chestnut Streets 






McKibben, Vosburg & Co, 




Second and Spruce Streets 


Gould & Co. 




1313 Market Street - 


Dillinger & Co. 


Grand Exposition Hotel... 
Hotel Aubry 


Lancaster Aveaue, W. P 

West Walnut and Thirty-third Streets 
915 and 917 Walnut Street 


M. Riley, Manager. 
James T. Stover, Manager. 




Woolman Stoke's Sons. 




Broad and Ai'ch Streets 


Geo. C. Ward. 




Broad and Chestnut Streets 


J. B. Butterworth. 




Broad and Callowhill Streets 


Lindemuth & Lawrence. 




Chestnut Street above Ninth 


H. M. Beidler. 




Chestnut St. below Eighth St 


S. M. Nash. 




23 South Tenth Street 


S. P. Parmley. 


Marble Terrace Hotel.. 


Thirty -third and Chestnut Streets ... 
42— 52 North Fourth Street 


John Crawford. 
S. O. Case & Co. 




413 and 415 Noith Third Street 

413 and 415 North Sixth Street 

621 and 623 Arch Street 


Henry Spahn. 


Montgomery Hotel 


Geo. W. Jackson. 
Gabel & Elias. 








Penn Manor House 

Petry Hotel 


S.-W. Cor. Eighth and Spring Garden 
Broad and Walnut Streets 


John Pirn. 
C. Petry. 


Pennsylvania Farmer Hotel 


346 and 348 North Third Street 

813 Walnut Street 


John Poulson. 




923 Chestnut Street 


W. Worman. 


Red Lion Hotel 


472 and 474 North Second Street 

Front and Vine Streets 


W. J. Barrett. 


Raritan House . .. 


H. C. Parsons . 




No. 1 Market Street 


J. B. Butterworth. 


St. George Hotel 


Broad and Walnut Streets 


Ward Bros. 


St. Stephen's Hotel 

St. Elmo Hotel 


1018 and 1020 Chestnut Street 

317 and 319 Arch Street 


Thomas Ashton. 
Jos. M. Feger. 


St. Cloud Hotel 


Seventh and Arch Streets 


Geo. W. Mullen. 


St. James Hot 'I 


310 Race Street. 


Henry Leaman. 


St. Charles Hotel 


54 and 56 North Third Street 


M. Schneck. 


Smedley House 


1227 Filbert Street 


Col. T. S. Webb. 


Trans-Continental Hotel... 




J. E. Kingsley & Co. 


Union House 


1314 Arch Street 


Col. T. S. Webb. 


United States Hotel 

Washington House 


42d Street and Columbia Avenue 

703 and 711 Chestnut Street 


P. S. Boothby. 
G. J. Bolton. 


West End Hotel 


1524 Chestnut Street 


Jonei=, Manager. 


Westminster 




W. T. Caleb. 


Wyoming House . 


445 North Third Street 


2.50 
2.50 


J. B. Gilliard. 


Zeisse Hotel 


820 and 822 Walnut Street 


Zeisse & Co. 








Total 


40,185 





APPENDIX. 



43 



SUBURBAN HOTELS AND BOARDING HOUSES NEAR PHILADELPHIA. 



CAPACITY. 

Bryn Mawr Hotel, Bryn Mawr 500 

Baum's House, Ardmore 75 

White Hall Hotel, Bryn Mawr 80 

Summit Grove House, Brjn Mawr 80 

Old Back House, Bryn Mawr 40 

Corbin House, Bryn Mawr 25 

Brookfield House, Bryn Mawr 20 

Shalliol House, Bryn Mawr 15 

Bullock House, Bryn Mawr 25 

Carr's Boardlna; House, Rosemont 50 

Harman's Boarding House, Rosemont 40 

Arthur's Boarding House, Rosemont 25 

Warner's Boarding House, Rosemont 15 

Eachus' Boarding House, Rosemont.. 25 

McKee's Boarding House, Villa Nova 7 

Deal's Boarding House, Villa Nova 5 

Marsh's Boarding House, Wayne 12 

Garrett's Boarding House, Wayne 85 

Zeiss' Boarding House, Wayne 15 

Jones' Boarding House, Overbrook 10 

Maxwell's Boarding House, Overbrook 15 

Smith's Boarding House, Overbrook 25 

Duffield's Boarding House, Merion 7 

Wild Wood Boarding House, Elm 10 

Wayne Hotel, Elm.... 30 

Ardmore Hotel, Ardmore 30 

Morgan's House, Ardmore 8 

Wildgoss House, Haverford College 20 



CAPACITY. 

Eagle Hotel, Eagle 20 

Eagle Boarding House, Eagle 50 

Rockwood House, Eagle 12 

Wild's House, Eagle 10 

Cleaver's House, Reeseville 35 

Leeds' House, Reeseville.. 10 

Stetson's House, Reeseville 20 

Lobb's House, Reeseville 40 

Paoli Hotel, Paoli 12 

Eavenson's House, Paoli 20 

Coates' House, Paoli 12 

Thompson's House, Paoli 25 

Ogden's House, Paoli 15 

Beale's House, Green Tree 25 

Thomas' House, Malvern 12 

Williams' House, Malvern 10 

Dunwoody House, Glen Loch.. 50 

Stone's House, Glen Loch 15 

Doan's House, Glen Loch 20 

Barry's House, Glen Loch 15 

Oakland Hotel, Oakland 40 

Lionville Hotel, Lionville 20 

Lionville Boarding House, Lionville 10 

Pennsylvania Railroad Hotel, Downingtown 50 

Hines' House 20 

Roberts' House, Dovraingtown 12 

Total 1,824 



SUMMER RESORTS NEAR PHILADELPHIA. 



Cape May (Seaside Resort) capacity, 

Long Branch " " " 

Ocean Grove " " " 

Sea Grove " " 



20.000 I Atlantic City (Seaside Resort) capacity, 

20.000 1 Spring Lake " " .... " 

5,000 1 Sea Girt " " " 

1,200 I Delaware Water Gap (Mountain Resort).. •' 



These resorts are within three hours, by rail, of the city. 

DEPOT ACCOMMODATIONS FOR CENTENNIAL VISITORS. 



20,000 
1,500 
1,500 
3,000 



Realizing the importance of providing suitable facilities 
and accommodations for the immense number of travelers 
to the Centennial Exhibition over the Pennsylvania Rail- 
road and its connecting lines, the managers of that organi- 
zation have constructed, immediately contiguous to the 
main entrance to the Exhibition grounds, a depot for the 
exclusive use of Centennial visitors. This depot stands 
opposite the open space separating the Main Exhibition 
Building from Machinery Hall, facing the principal 
entrance gate and the Judge's Pavilion, and in close 
proximity to several immense hotels and restaurants. It 
is .340 feet in length by 100 in width, two stories high, 
and surmounted by six towers. In design it is tasteful 
and ornamental, comparing favorably with the many beau- 
tiful structures erected for the purposes of the Exhibition. 
The first or ground floor contains a general waiting room, 
130 by 100 feet, a ladies' waiting room 81 by 100 feet, a 
baggage room 49 by 100 feet, a ticket office 30 by 40 feet, a 
package room 10 by 30 feet, and a number of retiring 
rooms. All these rooms are handsomely finished, and 
provide4 with every convenience. The rooms on the 



second floor are for the use of the railroad officials and em- 
ployees. 

This depot is reached by a circl e of three tracks sweeping 
from the main roadway. The length of these tracks is 
four-fifths of a mile, and the diameter of the circle they 
describe is 600 feet. All trains will enter this circle head- 
ing west, and depart from the depot heading east. Three 
trains can be landing or receiving passengers in front of 
the depot at the same time, the entire tracks being floored 
over, and no matter in what direction the trains may come 
or go, they can be moved without confusion, delay or 
danger. 

Seventeen additional sidings have been constructed, 
connected with this circle, of a length of 1,000 feet 
each, upon which waiting trains can be run and remain 
with engines attached, until the time arrives for them to 
enter upon the circle, receive their passengers, and depart 
for destination. This arrangement of tracks and sidings 
is novel,' and affords facilities for the transaction, without 
detention or confusion, of an almost unlimited passenger 
business. 



PATRONS OF HUSBANDRY— ENCAMPMENT NEAR PHILADELPHIA. 



For the purpose of accommodating the large number of 
agriculturists, as well as others, who desire to visit the 
Centennial Exhibition, the National Grange of the Patrons 
of Husbandry have established at Elm Station, on the 
Pennsylvania Railroad, four miles from the Exhibition 
grounds, an encampment, to remain during the continuance 
of the great World's Fair. This encampment is beautifully 
and conveniently located on high grouud, well watered and 
drained. Buildings suitably arranged are now being con- 
structed, to contain lodging rooms, restaurants, periodical, 
drug and stationery stores, telegraph office, bowling alleys, 
exhibition halls, etc., which will be completed by the first 
of May. At that time twelve hundred lodging rooms, with 
the necessary appurtenances, will be ready for occupancy, 
and the number will be enlarged as the demand increases. 
The large hall will be used for religious services ou Sun- 
days, and rented for proper amusements during the remain- 
ing days of the week. A special police will be on duty to 



preserve order, and every arrangement provided for the 
comfo< . and pleasure of visitors. The price charged will 
be uniiorm, fifty cents for each of three meals, and fifty 
cents for lodging, making for a full day's accommodations 
two dollars, but the charges will only be made for meals 
and lodging had by the visitor. 

The Pennsylvania Railroad Company have made liberal 
arrangements for the accommodation of this encampment. 
Regular trains will stop at Elm Station, where an additional 
siding 1,100 feet in length has been constructed, to land 
and take on passengers, and special trains will be run at 
suitable hours to convey passengers to and from the Exhi- 
bition. Round trip tickets will be slod between the 
encampment and the Exhibition at fifteen cents, and trip 
tickets at ten cents. 

Information in reference to this encampment can be 
obtained by addressing R. H. Thomas, Secretary, Mechan- 
icsburg. Pa. 



44 



APPENDIX. 



LODGING HOUSE AGENCY IN PHILADELPHIA. 



An Agency has been established in Philadelphia for the 
purpose of facilitating Centennial visitors in securing suit- 
able accommodations at reasonable rates. This Agency- 
is controlled by experienced and practical men, familiar 
with the available household accommodations of Phila- 
delphia, who some months ago submitted their plan of 
operations to the Board of Finance of the Centennial 
Exhibition, to the presidents of the great Kailways leading 
from Philadelphia, and to the Mayor of the city, which 
plan was approved and fully endorsed. Their arrange- 
ments now completed will enable them, if necessary, to 
provide daily for 30.000 strangers in clean, comfortable, 
well-furnished houses, with two meals of a superior quali- 
ty, at prices of about $2 50 per day. 

The plan of operations of this Agency is as follows: 
Tickets will be placed on sale at all the principal railway 
offices in America and Canada, where excursion tickets 
will be sold leading to Philadelphia, while like tickets will 
be sold in Europe. Each of these tickets will provide for 
one full day's accommodation, which day is to consist of a 
breakfast, with meat or ham and eggs, tea or coflee, two 



kinds of vegetables, etc. ; supper (or dinner) equally as 
substantial as the breakfast ; and lodgings, in rooms well 
furnished, and with clean bedding (the same linen nev6r 
being used by different persons); parlor or sitting-rooms 
for use of guests ; closets, etc., and in most cases bath- 
rooms, all without additional cost,— the respectability of 
the houses in all cases being vouched for. An intending 
visitor to Philadelphia can purchase as many of these 
tickets as he may need for one day or one hundred days. 
Previous to his arrival in the city he will be met on the 
train by a messenger of the association, who will locate 
him in one of the rooms at the disposal of the agency, and 
give him a card showing exactly how he will reach it, either 
by street car or by special conveyance, and have his bag- 
gage forwarded to him in the shortest possible time. 

The tickets will be accepted by the proprietor of the 
house in payment for his accommodations, and if the visi- 
tor should have any unused tickets they will be redeemed 
at the central office of the agency. For full information 
and special arrangements or accommodations, apply to 
Wm. Hamilton, General Superintendent, 1010 Walnut 
Street, Philadelphia. 



PLACES OF INTEREST IN PHILADELPHIA. 



Academy of Fine Arts, Broad street above Arch. 

Academy of Natural Science, S. W. cor. Nineteenth 
and Race streets. Open Tuesdays and Fridays, p. m. 
Admission, 10 cents. 

American Philosophical Society, Fifth street below 
Chestnut. 

Athenaeum Library, Sixth street below Walnut. 

Apprentices' Library, S. W. cor. Fifth and Arch streets. 

Blind Asylum, Twentieth and Race streets. Concerts 
Wednesday p. m. Admission, 15 cents. 

Blockley Almshouse, West Philadelphia. Tickets pro- 
cured at 42 North Seventh street. 

Carpenters' Hall, built in 1770, Chestnut street below 
Fourth, rear of bank building. In this building the first 
Colonial Congress held its sessions. 

Christ Church, built in 1753, Second street above Market. 

County Prison, Eleventh street and Passyimk avenue. 

Custom-Honse, Chestnut street below Fifth. 

Beaf and Dumb Asylum, cor. of Broad and Pine streets. 

Franklin Institute, Seventh street above Chestnut. Ad- 
mission free. 

Franklin's Grave, S. E. cor. Fifth and Arch streets. 

Girard. College, Ridge avenue above Nineteenth street. 

Historical Society's Library and Hall, Spruce street, be- 
tween Eighth and Ninth. 

House of Correction,near Holmesbnrg. Reached by 
Pennsylvania R. R. from Kensington Depot. 

House of Refuge, Twenty-third and Brown streets. 

Insane Hospital (Kirkbride's), Haverford ave.. West 
Philadelphia. 

Independence Hall, Chestnut street below Sixth. Open 
from 9 A. ji. to 4 p. m. In this building the Declaration 
of Independence was enacted. 

Masonic Temple, Broad Street below Arch. Visitors 
admitted by card from resident members of the order on 
Thursday from 10 a. m. to 2 p. m. 

Mercantile Library, Tenth street above Chestnut. 



Naval Asylum, Gray's Ferry Road. 

National Museum, Independence Hall. Open from 9 
A. M. to 3 p. M. Free. 

Navy Yard, League Island, mouth of the Schuylkill 
River. 

Old Swedes' Church, oldest church in Philadelphia, built 
in 1700, taking the place of Second Swedes' Church, built 
in 1677. Swanson Street below Christian. 

Pennsylvania Hospital, Eighth and Spruce streets. 

Penn's Cottase, Letitia street near Market. Letitia street 
is between Front and Second. 

Penn Treaiy Monument, Beach and Hanover streets. 

Penitentiary (Eastern), Fairmount avenue and Twenty- 
first street. 

Philadelphia Library, (founded by Benjamin Franklin), 
Fifth street below Chestnut. 

School of Design for Women, S. W. corner Merrick and 
Filbert. 

United States Mint, Chestnut street above Thirteenth. 
Open from 9 A. M. to 12 noon. Free. 

University of Pennsylvania, Thirty-sixth and Woodland 
avenue, West Philadelphia. 

Wagner Free Institute, cor. Seventeenth and Montgomery 
avenue. 

Wills Hospital for Eye Diseases, Race street between 
Eighteenth and Nineteenth. 

Young Men's Christian Association, S. E. cor. Fifteenth 
and Chestnut streets. 

Zoological Gardens, situated in a part of Fairmount 
Park, on the Schuylkill river. The places of intei-est are 
the Carnivora-house, the monkey-house, the aviary, the 
fox-pens, the wolf-pens, the raccoon-house, the prairie dog 
village, the elephant and rhinoceros houses, the rabbit- 
house, the eagle aviary, the deer enclosure, the bison-sheds 
and the bear-pits. The collection of birds and animals 
is the finest in the United States. 



PLACES OF AMUSEMENT IN PHILADELPHIA. 



American Academy of Music, Broad and Locust streets. 
Walnut Street Theatre, cor. Walnut and Ninth streets. 
Chestnut Street Theatre, Chestnut street above Twelfth. 
Arch Street Theatre, Arch street above Sixth. 
Thomas' Garden, Broad and Master streets. 
American Theatre, Chestnut street above Tenth. 
Grand Central Variety Theatre, Walnut street above 
Eighth. 



New National Variety Theatre, Tenth and Callowhil 
strGGts 

Eleventh Street Opera House, (Ethiopian Minstrels) 
Eleventh street above Chestnut. 

Arch Street Opera House, (Ethiopian Minstrels) Arch 
street above Tenth. 

Wood's Museum, cor. Arch and Ninth streets. 

Enoch's Varieties, Seventh street below Arch. 



CENTENNIAL EXCURSION TICKETS 



TO PilUMLPHIi Al MTURI. 

ROUTE No. 1. 

(Going and Returning via Direct and 
Most Expeditious Route— Pare Han- 
dle and Pennsylvania Line.) 

Pitts. Cin.& St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . .to Pliiladelpliia. 

Pennsylvania R.R. . . to Pittsburg. 

Pitts, Cin.& St.L.Ry.to Starting Point. 

ROUTE No. 8. 

(Via Washington City, Returning via 

Direct Route.) 
Pitts.Cin.<fe StL.Ry.to Pittsburg. 
Pennsylvania R.R. . .to Harrisburg. 
Nortb'n Central Ry..to Baltimore. 
Bal. & Potomac R.R. to Washington. 
Bal. & Potomac R.R. to Baltimore. 
Phil. ,Wil.&Bal.R.R. to Philadelphia. 
Pennsylvania R.R. . .to Pittsburg. 
Pitts. Cin.& StL.Ry.to Starting Point. 

ROUTE No. 3. 

(Via Direct Route, Returning via 

Washington City.) 
Pitts. Cin.& St.L.Ry.to Pittsburg. 
Pennsylvania R.R. . . to Philadelphia. 
Phil.,Wil.&Bal.R.R.to Baltimore. 
Bal. & Potomac R.R. to Washington. 
Bal. & Potomac R.R. to Baltimore. 
North'n Central Ry..to Harrisburg. 
Pennsylvania R.R. . .to Pittsburg. 
Pitts. Cin.& St.L.Ry.to Starting Point. 

ROUTE No. 4. 

(Via Direct Route, Returning via Sun 

bury, Erie and Cleveland.) 
Pitts. Cin.& St.L.Ry.to Pittsburg. 
Pennsylvania R. K. . . to Philadelphia. 
Pennsylvania R.R. . . to Harrisburg. 
North'n Central Ry..to Sunbury. 
Phil. & Erie R. R .... to Erie . 
LakeShore&M.S.Ry.to Cleveland. 
C.Col.Cin.& Ind.Ry.to Starting Point. 

ROUTE No. 5. 

(Via Washington City, Returning via 

Sunbury, Jirie and Cleveland.) 
Pitts. Cin.& St.L. Ry.to Pittsburg. 
Pennsylvania R.R. . .to Harrisburg. 
North'n Central Ry..to Baltimore. 
Bal. & Potomac R.R. to Washington. 
Bal. &.Potomac R.R. to Baltimore. 
Phil. Wil.& Bal.R.R.to Philadelphia. 
Pennsylvania R.R. . .to Harrisburg. 
North'n Central Ry..to Sunbury. 
Phil. & Erie R.R. . to Erie. 
LakeShore&M.S.Ry.to Cleveland. 
C.Col.Cin.& Ind.Ry.to Starting Point. 

ROUTE No. 6. 

(Via Direct Route, Returning via Sun- 
bury, Corry, and Atlantic & Great 
Western R.R.) 

Pitts.Cin.A St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . .to Philadelphia. 

Pennsylvania R.R. . .to Han-isburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R.R. . . .to Corry. 

Atlantic&Gt.W.R.R.to Starting Point. 
ROUTE No. 7. 

(Via Washington City, Returning via 
Sunbury, Corry and Atlantic & 
Great Western R.R.I 

Pitts.' ;in.& st.T,. Ry.to Pittsburg. 

Pennsylvania R.R. . .to Harrisburg. 

North'n Central Rv..to Baltimore. 

Bal. ifc Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil.& Bal. R.R.to Philadelphia. 

Pennsylvania R.R. . .to Harrisburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R.R. . . .to Corry. 

Atlantic&Gt.W.R.R.to Starting Point. 
P.H.— 45 



ROUTE No. 8. 

(Via Direct Route, Returning via Em- 
porium, Niagara Falls and Cleve- 
land.) 

Pitts. Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . . to Philadelphia. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to'Sunbury. 

Phil. & ErieR.R to Emporium. 

Buff.N.Y.& Phil.RR.to Buflalo. 

N.Y.Cen.&H.R.R.R.to Niagara Falls. 

N.Y.Cen.&H.R.R.R.to Buffalo. 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 

ROUTE No. 9. 

(Via Washington City, Returning via 
Emporium, Niagara Falls and Cleve- 
land.) 

Pitts. Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal.R.R.to Philadelphia. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R. R to Emporium. 

Buff.N.Y.& Phil.RR.to Buffalo. 

N.Y.Cen.&H.R.R.R.to Niagara Falls. 

N.Y.Cen.&H.R.R.R.to Buflalo. 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 

ROUTE No. 10. 

(Vila Direct Route, Returning via Em- 
porium, Niagara Falls and Lake 
Chautauqua.) 

Pitts. Cin. & St.L. Ry.toPittsburg. 

Pennsylvania R.R. . .to Philadelphia. 

Pennsylvania R.R. . .to Harrisburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R.R to Emporium. 

Buflf.N.Y.&Phil.RR.to Buffalo 

N.Y.Cen.&H.R.R.R.to Niagara Falls. 

N.Y.Cen.&H.R.R.R.to Buffalo. 

B.&Jamestown R.R.to Jamestovra. 

Atlantic&Gt.W.R.R.to Starting Point. 

ROUTE No. 11. 

(Via Washington City, Returning via 
Empor.am, Niagara Falls and Lake 
Chautauqua.) 

Pitts. Cin.& St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . . to HaiTisburg. 

North n Central Ry. .to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal.R.R.to Philadelphia. 

Pennsylvania R.R. . .to Harrisburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R.R to Emporium. 

Buff.N.Y.& Phil.RR.to Buffalo. 

N.Y.Cen.&H.R.R.R.to Niagara Falls. 

N.Y.Cen.&H.R.R.R.to Buffalo. 

B.& Jamestov^n R.R.to Jamestovm. 

Atlantic&Gt.W.R.R.to Starting Point. 
ROUTE No. 13. 

(Via Direct Route, Returning via Wat- 
kins Glen, Niagara Falls and Cleve- 
land.) 

Pitts. Cin. & St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . . to Philadelphia. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R.R. . . .to Williamsport. 

North'n Central Ry..to Canandaigua. 

N.Y.Cen.& H R.R R, K„ ■R„fi,„i„ 
(gQodviaNia<r.F.)roE'^ffalo. 

LakeShore&M.S.Ry.to Cleveland. 
C.Col.Cin. & Ind.Ry.to Starting Point. 

ROUTE No. 3 3. 
(Via Washington City, Returning via 
Watkins Glen, Niagara Falls and 
Cleveland.) 
Pitts.Cin.& St.L. Ry.to Pittsburg. 
Pennsylvania R.R. . .to Harrisburg. 
I North'n Central Ry..to Baltimore. 



£oate 18 — Continued. 

Bal. & Potomac R.R. to Washington. 
Bal. & Potomac R.R.to Baltimore. 
Phil.Wil. & Bal.R R.to Philadelphia. 
Penn.sylvania R.R. . , to Harrisburg. 
North'n Central Ry..to Sunburj*. 
Phil. & Erie R.R . . .to Williamsport. 
North'n Central Ry..to Canandaigua. 
N.Y.Cen.&H.R.R.R. |.t„T>„«.„,„ 
(good via Niag.F.)rO E"ff^'°- 
LakeShore&M.S.Ry.to Cleveland. 
C.Col.Cin.& Ind. Ry.to Starting Point. 

ROUTE No. 14. 

(Via Direct Route,. Returning via Wat- 
kins Glen, Niagara Falls and Lake 
Chautauqua.) 

Pitts.Cin,& St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . . to Philadelphia. 

Pennsylvania R.R. . to Harrisburg. 

North'n Central Ry..to Sunbury.' 

Phil. & Erie R.R. . . .to Williamsport. 

North'n Central Ry..to Canandaigua. 

N.Y.Cen.&H.R.RR. K„-R„ff-„i„ 
(good via Niag.F.)r°^''^^'°- 

B.&Jamestown R.R.to Jamestown. 

Atlantic&Gt.W.R.R.to Starting Point. 

ROUTE No. 15. 

(Via Washington City. Returning via 
Watkins Glen, Niagara Falls' and 
Lake Chautauqua ) 

Pitts. Cin.& St.L. Ry.to Pittsburg. 

Pennsylvania R R. . . to Harrisburg. 

North'n Central Ry..to Baltimore^ 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal.K.R.to Philadelphia. 

Pennsylvania R.R. . to Harrisburg. 

North'n Central Ry..to Sunburj'. 

Phil. & Erie R.R. . . .to M^illiam sport. 

North'n Central Ry..to Canandaigua. 

N.Y.Cen.&H.R.R.R. ) tr,T?,iff«in 
(good via Niag. F.) f *° Buffalo. 

B.& Jamestown R.R.to Jamestovni. 

Atlantic&Gt.W.R.R.to Starting Point. 

ROUTE No. 16. 

(Via Direct Route, Returning via Dela- 
ware Water Gap, Binghamton, Ni- 
agara Falls and Cleveland. ) 

Pitts. Cin.& St. L.Ry.to Pittsburg. 

Pennsylvania R.R. . to Philadelphia. 

Pennsylvania R.R. . .to Manunkn Ch'k, 

Del. Lack. & W.R.R.to Binghamton. 

Erie Ry., (good via K„ Tj„fl>„i„ 
Niagara Falls) f'" J^uaaio. 

LakeShore&M.S.Ry to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 

ROUTE No. 17. 

(Via Direct Route, Returning via Dela- 
ware Water Gap, Syracuse, Niagara 
Falls and Cleveland.) 

Pitts.Cin.& St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . . to Philadelphia. 

Pennsylvania R.R. . .to Manunka Ch'k 

Del. Lack. & W.R.R.to Syracuse. 

N.Y.Cen.&H.R.R.R. 1 tn-R,,fl>„in 
(good via Niag. F.) r°^^^^l°- 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 

ROUTE No. 18. 

(Via Washington City. Returning via 
Delaware Water Gap, Binghamton, 
Niagara Falls and Cleveland. 

Pitts.Cin.& St.L. Ry.to Pittsburg. 

Pennsylvania R R. . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal.R.R.to Philadelphia. 

Pennsylvania R.R. ...to Manunka Ch'k. 

Del. Lack. & W.R.R.to Binghamton. 

Erie Ry., (good via K„ ■R„fl'„j. 
Niagara Falls.) . . . . r° Buffalo. 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin. & Ind.Ry.to Starting Point. 



46 



CENTENNIAL EXCUESION TICKETS. 



ROUTE No. 19. 

(Via Washington City, Returning via 
Delaware Water Gap, Syracuse, Ni- 
agara Falls and Cleveland. ) 

Pitts.Cin.& St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . .to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R. to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal. R.R. to Philadelphia. 

Pennsylvania R. R. . . to Manunka Ch'k. 

Del.Lack. & W. R.R.to Syracuse. 

N.Y.Cen.&H.R.R.R. I .„ Buffalo 
(good via Niag. P. ) f *^° Buflalo. 

LakeShore&M.S. Ry.to Cleveland. 

C.Col.Cin. & Ind. Ry.to Starting Point. 
ROUTE No. 20. 

(Via Direct Route, Returning via Bal- 
timore. Cumberland and Pittsburg.) 

Pitts. Gin. & St.L. Ry.to Pittsburg. 

Pennsylvania R.R... to Philadelphia. 

Phil.Wil. & Bal. R.R. to Baltimore. 

Baltimore&OhioR K.to Cumberland. 

Baltimore&Ohio RR.to Pittsburg. 

Pitts. Cin. & St.L. Ry.to Starting Point. 
ROUTE No. 31. 

(Via Direct Route, Returning via Bal- 
timore, Cumberland and Bellalre.) 

Pitts. Cin. & St.L. Ry.to Pittsburg. 

Pennsylvania R. R. . . to Philadelphia. 

Phil.Wil. & Bal.R. R.to Baltimore. 

Baltimore&UhioRR.to Bellaire. 

Bal.&0.R.R.(C.O.D)to Columbus. 

Pitts. Cin. & St. L. Ry.to Starting Point. 
ROUTE No. 33. 

(Via Direct Route, Returning via Bal- 
timore and Bellaire. ) 
Pitts. Cin. & St.L. Ry.to Pittsburg. 
Pennsylvania R.R. . . to Philadelphia. 
Phil. WO. & Bal.R. R.to Baltimore. 
Baltimore&OhioRR.to Bellaire. 
Bal.&O.R.R.(C.O.D)to Columbus. 
ROUTE No. 33. 

(Via Direct Route, Returning via Bal 
timore and Parkersburg. ) 

Pitts. Cin. & St. L. Ry.to Pittsburg. 

Pennsylvania R.R. . .to Philadelphia, 

Phil.Wil. & Bal. RR.to Baltimore. 

Baltimore&OhioRR.to Parkersburg. 

Marietta & Cin. R.R.to Cincinnati. 
ROUTE No. 34. 

(Via Direct Route, Returning via Bal- 
timore. Parkersburg and Cincinnati.) 

Pitts. Cin. & St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . , to Philadelphia. 

Phil. VVil. & Bal. R.R. to Baltimore. 

Baltimore* I )hioRR.to Parkersburg. 

Marietta & Cin. R.R.to Cincinnati. 

Ind. Cin. & Laf. R.R. to Indianapolis. 
ROUTE No. 35. 

(Via Direct Route, Returning via Bal- 
timore, Parkersburg and Cincinnati.) 

Pitts.Cin. & St.L. Ry.to Pittsburg. 

Pennsylvania R. R. . to Philadelphia. 

Phil.Wil. & Bal.R. R.to Baltimore. 

Baltimore&O nio R R. to Parkersburg. 

Marietta & Cin. R.R.to Cincinnati. 

Cin.Ham.& Ind.R..H.to Indianapolis. 
ROUTE No. 36. 

(Via Direct Route, Returning via Wa- 
verly, Salamanca and Lake Chau 
tauqua.) 

Pitts.Cin. & St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . to Pr iladolphia. 

North Penn. RR.or | .„ Bethlehem or 
Phil.&Read RR. f ^° Alleaitown. 

Lehi2;U Valley R.R. to Waverly. 

ErieRy to Salamanca. 

Atlantic&Gt.W.R.R.to Starting Point. 
ROUTE No. 3 7. 

(Via Direct Route, Returning via Wa- 
verly, Niagara Falls and Lake Chau- 
tauqua.) 

Pitts.Cin. & St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . . to Philadelphia. 



Route 3? — Continued. 

North Penn. RR.or I ^ Bethlehem or 
Phil.&Read. RR. f "•" Alleniown. 

Lehigh Valley R.R. .to Waverly. 

Erie Ry., (good via I to Buffalo. 
Niagara Palls.) — ) 

LakeSnore&M.S. Ry.to Cleveland. 

C.Col.Cin.&Ind.R.R.to Starting Point. 

ROUTE No. 38. 

(Via Direct Route, Returning via Wa- 
verly, Niagara Palls and Lake Chau- 
tauqua. ) 

Pitts.Cin. &St.L.Ry. to Pittsburg. 

Pennsylvania R.R. . .to Philadelphia. 

North Penn. RR.or ). Bethlehem or 
Phil.&Read. RR. P" Allentown. 

Lehigh Valley R.R. . to Waverly. 

Erie Ry., (good via I ,._ T>„fF-i- 
Niagara Falls) ("to Buffalo. 

B.&Jamestown R.R.to Jamestown. 

Atlantic&Gt.W.R.R.to Starting Point. 



TO NEWYORK and RETURN, 

Via Fhiladelphia, 

ROUTE No. 39. 

(Going and Returning via Direct and 
Most Expeditious Route— Paw. Han- 
dle and Pennsylvania Line. ) 

Pitts.Cin. & St.KRy.to Pittsburg. 

Pennsylvania R.R. . . to New York. 

Penn. R.R. Ferry to Jersey City; 

Pennsylvania R.R. . .to Pittsburg. 

Pitts.Cin. & St.L.Ry.to Starting Point. 

ROUTE No. 30. 

(Via Washington City and Philadel- 
phia, returning via Direct Route.) 
Pitts.Cin. & St. L. Ry.to Pittsburg. 
Pennsylvania R.R. . . to Harrisburg. 
North'n Central Ry..to Baltimore. 
Bal. & Potomac R.R.to Washington. 
Bal. & Potomac R.R.to Baltimore. 
Phil.Wil. & Bal.R. R.to Philadelphia. 
Pennsylvania R.R. . . to New York. 
Penn. R.R. Perry.. . , to Jersey City. 
Pennsylvania R.R. . to Pittsburg. 
Pitts.Cin. & St.L.Ry.to Starting Point. 

ROUTE No. 31. 

(Via Direct Route and Philadelphia, 

Returning via Washington City.) 
Pitts. Cin> & St.L.Ry.to Pittsburg. 
Pennsylvania R.R. . . to New York. 
Penn. R.R. Ferry — to Jersey City. 
Pennsylvania R.R. . . to Philadelphia. 
Phil.Wil. & Bal.R.R.to Baltimore. 
Bal. & Potomac R.R.to Washington, 
Bal. & Potomac R.R.to Baltimore. 
North'n Central Ry..to Harrisburg. 
Pennsylvania R.R. . to Pittsburg. 
Pitts.Cin. & St.L.Ry.to Starting Point. 
ROUTE No. 33. 

(Via Philadelphia and Long Branch, 

Returning via Direct Route. ) 
Pitts. Cin. & St.LRyto Pittsburg. 
Pennsylvania R. R. . , to Sea Girt. 
Cen.R.R.ofN.Jcrsey.to Long Branch. 
N. J. Southern R.R.to New York. 
Penn. R.R. Ferry — to Jersey City. 
Pennsylvania R. R. . . to Pittsburg. 
Pitts.Cin. & St.L.Ry.to Starting Point. 

ROUTE No. 33. 
(Via Direct Route, Returning via Bal- 
timore, Cumberland and Pittsburg. ) 
Pitts. Cin. & St.L.Ry.to Pittsburg. 
Pennsylyania R.R. . .to New York. 

Penn. R.R. Ferry to Jersey City 

Pennsylvania R.R. ..to Pialadelphia. 
Phil.Wil. & Bal.R. R. to Baltimore. 
P.altiniore&Ohio RR.to Cumberhind. 
Baltimore&OhioRR.to Pittsburg. 
Pitts.Cin. & St.L.Ry.to Starting Point. 



ROUTE No. 34- 

(Via Direct Route. Returning via Bal- 
timore. Bellaire and Columbus.) 
Pitts.Cin. & St.L.Ry.to Pittsburg. 
Pennsylvania R.R. . , to New York. 
Penn. R.R. Ferry.. . .to Jersey City. 
Pennsylvania R.R. to Philadelphia. 
Phil.Wil. & Bal.R.R.to Baltimore. 
Baltimore&OhioRR.to Bellaire. 
B.& O.R.R. (C.O.D.)to Columbus. 
Pitts.Cin. & St.L.Ry.to Starting Point. 

ROUTE No. 35. 

(Via Direct Route, Returning via Bal- 
timore and Bellaire.) 
Pitts.Cin. &8t.L.Ry.to Pittsburg. 
Pennsylvania R.R. . , to New York. 
Penn. R.R. Ferry.. . . to Jersey City. 
Pennsylvania R.R. .. to Philadelphia. 
Phil.Wil. & Bal.R.R.to Baltimore. 
Baltimore&OhioRR.to Bellaire. 
B. &O.R.R.(C.O.D.)to Columbus. 

ROUTE No. 36. 

(Via Direct Route, Returning via Bal- 
timore and Parkersburg. ) 
Pitts.Cin. & St.L.Ry.to Pittsburg. 
Pennsylvania R.R. . . to New York. 
Penn. R.R. Ferry.. . .to Jersey City. 
Pennsylvania R.R. . . to Philadelphia. 
Phil.Wil. & Bal.R.R.to Baltimore. 
Baltimore&t'hioR R.to Parkersburg. 
Marietta & Cin. R.R.to Cincinnati. 

ROUTE No. 37. 

(Via Direct Route, Returning via Bal- 
timore, Parkersburg and Cincinnati.) 

Pitts. Cin. & St.L. Ry.to Pittsburg. 

Pennsylvania R.R. . . to New York. 

Penn. R.R. Ferry to Jersey City. 

Pennsylvania R. R. . . to Philadelphia. 

Phil.Wil. & Bal.R.R.to Baltimore. 

Baltimore&OhioRR.to Parkersburg. 

Marietta & Cin. R.R.to Cincinnati. 

Ind. Cin. &Laf ay. R R. to Indianapolis. 
ROUTE No. 38. 

(Via Direci Route, Returning via Bal- 
timore, Parkersburg and Cincinnati) 

Pitts.Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R. R. . . to New York. 

Penn. R.R. Ferry... .to Jersey City. 

Pennsylvania R. R. . . to Philadelphia. 

Phil.Wil. & Bal. RR.to Baltimore. 

Baltimore&OhioRR.to Parkersburg. 

Marietta & Cin. R.R.to Cincinnati. 

Cin.Ham.& Ind.R.R.to Indianapolis. 
ROUTE No. 39. 

(Via Direct Route, Returning via Erie 
Ry., Niagara Falls and Cleveland.) 

P., Cin. & St. L. Ry.to Pittsburg. 

Pennsylvania R. R . . to New York. 

Pavonia i" erry to Jersey City. 

Erie Ry to Buffalo. 

LakeShore* M.S. Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 
ROUTE No. 40. 

(Via Washington City and Philadel- 
phia, Returning v'a Erie Ry.. Niagara 
Falls and Cleveland.) 

Pitts.Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal. RR.to Philadelphia. 

Pennsylvania R. R. . . to New York. 

Pavonia Ferry to Jersey City. 

Erie Ry to Buffalo. 

LakeShore&M.S.Es'. to Cleveland. 

C. Col. Cin. & Ind.Ry.to Starting Point. 
ROUTE No. 41. 

(Via Direct Route, Returning via Erie 
Ry., Niagara Falls and Lake Chau- 
tauqua. ) 

Pitts.Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . . to New York. 

Pavenia Ferry to Jersey City. 



CENTENIS-IAL EXCUESION TICKETS. 



47 



Koute 41 — Continued. 

Erie Ey., (good via | +„ ■o„fp„i„ 
Niagara i'xUs).... [to Buffalo. 
B.& Jamestown R.R.to Jamestown. 
Atlantic&Gt.W.R.R.to Starting Point. 

KOUTE No. 43. 

(Via Washington City and Pliiladel- 
phia, Returning via Erie Ry., Niagara 
Falls & Lake Chautauqua.) 

Pitts.Cin.& St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . .to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Cal. & Potomac R.R. to Baltimore. 

Phil.Wil. &Bal.R.R.to Philadelphia. 

Pennsylvania R.R. . . to New York. 

Pavonia Ferry to Jersey City. 

^taf/raffi?.:^n*°^"^^^- 
B.& Jamestown R.R.to Jamestown. 
Atlantic&GtW.R.R.to Starting Point. 

KOTJTE No. 43. 

(Via Direct Route, Returning via Erie 
Ey., Salamanca and Lake Chautau- 
qua.) 

Pitts. Cin.& St.L.Ry.to Pittsburg. 
Pennsylvania R.R. . . to New York. 

Pavonia Ferry to Jersey City. 

Erie Ry to Salamanca. 

Atlantic&GtW.R.R.to Starting Point. 

ROUTE No. 44. 

(Via Washington City and Philadel- 
phia, Returning via Erie Ry., Sala- 
manca and Lake Chautauqua. ) 

Pitts.Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R. to Baltimore. 

Phll.Wfl. &Bal.R.R.to Philadelphia. 

Pennsylvania R.R. . . to New York. 

Pavonia Ferry. to Jersey City. 

Erie Ry to Salamanca. 

Atlantic&Gt.W.R.R.to Starting Point. 

KOUTE No. 45. 

(Via Direct Route, Returning via Hud- 
son River, Niagara Falls and Cleve- 
land. ) 

Pitts.Cin.& St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . .to New York. 

N.Y.C.RR.orH.R.St.to Albany. 

N.Y.Cen.AH.R.R.R. U^-R„ff„i„ 
(good via Niag. F. ) r° Buffalo. 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 

KOUTE No. 46. 

(Via Washington City and Philadel- 
phia, Returning via Hudson River, 
Niagara Falls and Cleveland.) 

Prtts.Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R. R. . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal. R.R.to Philadelphia. 

Pennsylvania R. R. . . to New York. 

N.Y.C.RR.orH.R.St.to Albany. 

N.Y.Cen.&H.R.R.R. K„ x,,, -.„,„ 
(good via Niag. F.)r°^^^'^^°- 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 

KOUfTE No. 47. 

( Via Direct Route, Returning via Hud- 
son River, Niagara Falls and Lake 
Chautauqua. ) 

Pitts.Cin.& St.L.Ry. to Pittsburg. 

Pennsylv-ania R.R. . .to New Yoik. 

N.Y.C.RR.orH.R.St.to Albany. 

N.Y.Cen.&H.R.R.R. | . t>.,«'„,„ 
(goodviaNiag.F,)ftoB"^alo- 

B tfe Jamestown R.R.to Jamestown. 

Atlantic&GtW.R.R.to Starting Point. 



ROUTE No. 48. 

(Via Washington City and Philadel- 
phia, Returning via Hudson River, 
Niagara Falls and LakeChautauqua. ) 

Pitts.Cin.& St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal. R.R. to Philadelphia. 

Pennsylvania R. R. . . to New York. 

N.Y.C.RR.orH.R.St.to Albany. 

N.Y.Cen.&H.R.R.R. | ,„ ■o„fl-„i„ 
(good via Niag. F. ) f '° Buffalo. 

B.& Jamestown R.R.to Jamestown. 

Atlantic* GtW.R.R. to Starting Point. 

ROUTE No. 49. 

(Via Direct Route, Returning via Sun- 
bury, Erie and Cleveland.) 
Pitt8.Cin.& St.L.Ry.to Pittsburg. 
Pennsylvania R.R. . . to New York. 
Penn. R.R. Ferry.. . . to Jersey City. 
Pennsylvania R.R. . . to Harrisburg. 
North'n Central Ry..to Sunbury. 
Phil. & Erie R.R. . . .to Erie. 
LakeShore&M.S.Ry.to Cleveland. 
C.Col.Cin.& Ind.Ry.to Starting Point 

ROUTE No. 50. 

(Via Washington City and Philadel- 
phia, Returning via Sunbury, Erie 
and Cleveland.) 

Pitts.Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal.RR.to Philadelphia. 

Pennsylvania R. R. . . to New York. 

Penn. R.R. Ferry.. . . to Jersey City. 

Pennsylvania R.R. . . to Harrisburg, 

North'n Central Ry..to Sunbury. 

Phil. & Erie R.R. ... to Erie. 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.&Ind.Ry.to Starting Point 

ROUTE No. 51. 

(Via Direct Route, Returning via Sun- 
bury, Corryand At & 6t W. R.R.) 
Pitts.Cin.& StL.Ry.to Pittsburg. 
Pennsylvania R.R. . . to New York. 

Penn. R.R. Ferry to Jersey City. 

Penn>sylvania R. R. . . to Harrisburg. 
North'n Central Ry..to Sunbury. 
Phil. & Erie R.R. , . . to Corry. 
Atlantic&GtW.R.R.to Starting Point 

ROUTE No. 53. 

(Via Washington City and Philadel- 
phia, Returning via Sunbury, Corry, 
and Atlantic & Gt Western R.R.) 

Pitts.Cin. &StL.Ry.to Pittsburg. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Washington. 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal. R.R, to Philadelphia. 

Pennsylvania R.R. . . to New York. 

Penn. R.R.Ferry to Jersey City. 

Pennsylvania R.R. . . to Harrisbui'g. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R.R. ... to Corry. 

Atlantic&GtW.R.R.to Starting Point. 
ROUTE No. 53. 

(Via Direct Route, Returning via Em- 
porium, Niagara Falls and Cleve- 
land. ) 

Pitts.Cin. & StL.Ry.to Pittsburg. 

Pennsylvania R.R. . . to New York. 

Penn. R.R. Ferry to Jersey City. 

Pennsylvania R. R. . . to Harrisburg. 

Nortli'n Central Ry..to Sunbury. 

Phil. & Erie R.R . to Emporium. 

Buft.N.Y. &Phil. R R. to Buffalo. 

N.Y.Cen.&H.R.R.R. to Niagara Falls. 

N.Y.Cen.&H.R.R.R. to Buffalo. 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point 



ROUTE No. 54. 

(Via Washington City and Philadel- 
phia, Returning via Emporium, Ni- 
agara Falls and Cleveland.) 
Pitts. Cin.& St.L.Ry.to Pittsburg. 
Pennsylvania R.R. . . to Harrisburg. 
North'n Central Ry..to Baltimore. 
Bal. & Potomac R.R.to M'ashington. 
Bal. & Potomac R. R. to Baltimore. 
Phil.Wil. & Bal. R.R. to Philadelphia. 
Pennsylvania R.R. . . to New York. 
Penn. R.R. Ferry.. . . to Jersey City. 
Pennsylvania R.R. . . to Harrisburg. 
North'n Central Ry..to Sunbury. 

Phil. & Erie R.R to Emporium. 

Buff.N.Y.&Phil.RR.to Buffalo. 

N.Y.Cen. &H.R. R. R. to N iagara Falls. 

N.Y.Cen.&H.R.E.R.to Buffalo. 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 
ROUTE No. 55. 

(Via Direct Route, Returning via Em- 
porium, Nia.Falls & L. Chautauqua.)- 

Pitts.Cin.& StL.Ry.to Pittsburg. 

Pennsylvania R.R. . to New York. 

Penn. R.R. Ferry to Jersey City. 

Pennsylvania R. R. . . to Hai risburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R. R to Emporium. 

Buff.N.Y.&Phil.RR.to Buffalo. 

N. Y. Cen. &H. R. R. R. to Niagara Fall s. 

N. Y. Cen. &H. R. R. R. to Buflalo. 

B.&Jamestown R.R.to Jamestown. 

Atlantic&GtW.R.R.to Starting Point. 
ROUTE No. 56. 

(Via Washington City and Philadel- 
phia, Returning via Emporium, Ni- 
agara Falls and Lake Chautauqua.) 

Pitts.Cin. & StL.Ry.to Pittsburg. 

Pennsylvania R.R. . . to Hanisbiirg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R. R.to Wa:^hington . • 

Bal. & Potomac R.R.to Baltimore. 

Phil.Wil. & Bal. R.R. to Philadelphia. 

Pennsylvania R. R. . . to New Yoik. 

Penu. R.R. Ferry to Jersey City. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R. R .... to Emporium. 

Buff.N.Y.&Phil.RR.to Buffalo. 

N.Y.Cen.&H.R.R.R.to Niagara Falls. 

N.Y.Cen.&H.R.R.R.to Buffalo. 

B.& Jamestown R.R.to Jamestown. 

Atlantic&GtW.R.R.to Starting Point. 
ROUTE No. 57. 

(Via Direct Route, Returning via Wat • 
kins Glen, Nia. Falls and Cleveland.) 

Pitts.Cin. & StL.Ry.to Pittsburg. 

Pennsylvania R. R. . to New York. 

Penn. R.R. FeiTy to Jersey City. 

Pennsylvania R.R. . to Harrisburg. 

North'n Central Ry..to Sunbury. 

Phil. & Erie R. R. . . . to Williamsport. 

North'n Central Ry..to Canandaigua. 

N.Y.Cen.&H.R.R.R. (,„.p ,v i 
(good viaNiag. F.) ('^0 buttalo. 

LakeShore&M.S.Ry.to Cleveland. 

C.Col.Cin.& Ind.Ry.to Starting Point. 
ROUTE No. 58. 

(Via Washington City and Philadel- 
phia, Returning via Watkms Glen, 
Niagara Falls and Cleveland.) 

Pitts.Cin. & St.L.Ry.to Pittsburg. 

Pennsylvania R. R. . . to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R.to Waehinaton. 

Bal. & Potomac R.R.to Ealtinidre. 

Phil.Wil. & Bal. R.R.to Philadelphia. 

Penn.sylvania R. R. . . to New York. 

Penn. R.R. Ferry.. .. to Jersey City. 

Pennsylvania R.R. . to Harrisburg. 

North'n Central Ry. . to Sunbury. 

l^hil. & Erie R. R. . . . to Williamsport. 

North'n Central Ry. .to Canandaigua. 

N.Y.Cen.&H.R.R.R. ). _ ^ , 
(wodviaNiag. P.) j-toLuttalo. 

LakeShore&M.S.Ry.to Cleveland. 

C,Col.Cin.& Ind.Ry.to Starting Point 



48 



CENTENNIAL EXCUESION" TICKETS. 



KOUTK No. 59. 

(Via Direct Koute, Xteturning via Wat- 
kins Glen, iN'iagara i^'alls and Lake 
Cliauttiuqua. ) 

Pitts.Cin.& St.L.Ky.to Pittsburg. 

Pennsylvania R.K. . . to Ne w York. 

Penn.K.R.Feny... to Jersey City. 

Peuusj'lvania R.Pu . to Harrisburg. 

Noi'th'n Central Ry..to Sunbury. 

Phil. & Erie K. R . to Williamsport. 

Nortli'n Central Ry..to Canandaigua. 

N.i'.Cen.&H.R.R.R. U^-r.^oi^ 
(goodviaNiig.F.) ^ to Buffalo. 

li.& Jamestown R.K, to Jamestown. 

Atlantic&Gt.W.R.R.to Starting Point. 
ROUTE No. 60. 

(Via Washington City and Philadel- 
phia, Retiiiuiug via Watkins Glen, 
Niagara Falls and Lake Chautau- 
qua.) 

Pitts. Cin. & St.L.Ky.to Pittsburg. 

Pennsylvania K.R. . .to Harrisburg. 

North'n Central Ry..to Baltimore. 

Bal. & Potomac R.R. to Washington. 

Bal & Potomac R. R.to Baltimore. 

Phil.Wil. & Bal. R.R. to Philadelphia. 

Pennsylvania R. R. . . to New York. 

Penn. R. R Ferry to Jersey City. 

Pennsylvania R.R. . . to Harrisburg. 

North'n Central Ry..to S inbury. 

Phil. & Erie R.R. . . .to Williamsport. 

North'n Central Ry..to Canandaigua. 

N.Y.Cen.&H.R.R.R. / +„Tj,ffai 
(good via Niag.F.)r°^'i^al°- 

B.& Jamestown R.R. to Jamestown. 

Atlautic&Gt.W.R.R.to Starting Point. 
ROUTE No. 61. 

(Via Oil Regions, Niagara Falls and 
Hudson River, Returning via Direct 
Route. ) 

Pitts.Cin. &St.L.Ry.to Pittsburg. 

Alio jhany Valley RR. to Oil City. 

Pitts. Titus.&B.R.R. to Corry. 

Buflf. Corry & P.R.R.to Brocton. 

LakeShore&.Vl.S.Ry.to Buffalo. 

Erie Ry to Binghamton. 

Albany & Susq. R.R. to Albany. 

Hudson River Strs. .to New York. 

Penn. R.R. Ferry.. . . to Jersey City. 

Pennsylvania R.R. . .to Pittsburg. 

Pitts. Cin. & St.L.Ry.to Starting Point. 
KOUTE No. 63. 

Pitts., Cin. & St.L. Ry..to Kokomo. 

Ind.,Peru & Chic. Ry..to Indianapolis. 

Pitts.,Cin. ^St. L. Ry..to Pittsburg. 

Pennsylvania R. R to Philadelphia. 

Pennsylvania R. R to Pittsburg. 

Pitts.Ft.W.&Chic.Ry..to Chicago. 
ROUTE No. 63. 

Pitts., Cin. & St.L. Ry..to Kokomo. 

Ind.,Peru & Chic. Ry...to Indianapolis. 

Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to Philadelphia. 

Pennsylvania R.R to Pittsburg. 

Pitts., Cin. & St. L. Ry..to Chicago. 
ROUTE No. 64. 

Pitts., Cin. & St. L. Ry..to Richmond. 

Cin.,Ham.& Day. R.R..to Cincinnati. 

Mar. & Cin to Parkersburg. 

Bait. & Ohio R. R to Baltimore. 

Phila.,Wil.&Balt. R.R. to Philadelphia. 

Pennsylvania R. R to Pittsburg. 

Pitts., Ft. W.&ChicRy.to Chicago, v 
ROUTE No. 65. 

Pitts., Cin. & St. L. Ry..to Richmond. 

Cin., Ham. & Day. R.R. to Cincinnati. 

Mar. & Cin. R. R to Parkersburg. 

Bait. & Ohio R. R to Baltimore. 

Phila., Wu & Bait to Philadelphia. 

Pennsylvania R. R. . . to Pittsburg. 

Pitts., Cin. & St.L. Ry..to Chicago. 
ROUTE No. 66. 

Pitts., Cin. & St. L. Ry..to Richmond. 

Cin.,Ham.& Day. R.R..to Cincinnati. 

Pitts., Cin. & St.L. Ry..to Pittsburg. 



Route 66— Continued. 

Pennsylvania R. R to Philadelphia. 

Pennsylvania R. R . . .to Pittsburg. 
Pitts., Ft. W.& Chic.Ry.to Chicago. 

ROUTE No. 67. 
Pitts., Cin. & St. L. Ry..to Richmond. 
Cin.,Ham.& Day. R.R..to Cincinnati. 
Pitts. Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to Philadelphia. 

Pennsylvania R. R to Pittsburg. 

Pitts.,Cin. & St.L. Ry..to Chicago. 

ROUTE No. 68. 

Pitts., Cin. & St.L. Ry.. to Richmond. 
Cin.,Ham.& Day. R.R..to Cincinnati. 
Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to Philadelphia. 

Pennsylvania R. R to Harrisburg. 

Northern Central Ry. .to Sunbury. 
Pliila. & Erie R. R.. ..to Erie. 
L.S. & Mich. So. Ry to Chicago. 

ROUTE No. 69. 

Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to Philadelphia. 

Phila., Wil.& Balt.R.R.to Baltimore. 
Bait. & Potomac R. R..to Washington. 
Bait. & Potomac R. R..to Baltimore. 
Northern Central Ry. . .to Harrisburg. 
Pennsylvania R. R. . . to Pittsburg. 
Pitts., Cin. & St.L. Ry..to Cincinnati. 
Cin.,Ham.& Day.R.R..to Richmond. 
Pitts., Cin. & St.L. Ry..to Chicago. 

ROUTE No. 70. 

Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to Philadelphia. 

Pennsylvania R. R. . . .to Pittsburg. 
Pitts., Cin. & St.L. Rv.to Cincinnati. 
Cin.,Ham.& Dav.R.R..to Richmond. 
Pitts., Cin. & St.L. Ry..to Chicago. 

ROUTE No. 71. 

Pitts., Cin. & St.L. Ry..to Kokomo. 
Ind., Peru & Chic.Ry..to Indianapolis. 
Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to New York. 

Penn. R. R. Ferry to Jersey City. 

Pennsylvania R. R to Pittsburg. 

Pitts.,Ft.W.&Chic.Ry.to Chicago. 

ROUTE No. 73. 
Pitts., Cin. & St.L. Ry..to Kokomo. 
Ind., Peru & Chic. Ry...to Indianapolis. 
Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to New York. 

Penn. R. R. Ferry. ... to Jersey City. 

Pennsylvania R. R to Pittsburg. 

Pitts.,Cin. & St.L. Ry..to Chicago. 

ROUTE No. 73. 
Pitts.. Cin. & St.L. Ry..to Richmond. 
Cin., Ham. & Day.RR...to Cincinnati. 

Mar. & Cin. R. R to Parkersburg. 

Bait. & Ohio R. R to Baltimore. 

Phila. ,Wil. & Bait. R. R. to Philadelphia. 

Pennsylvania R. R to New York. 

Penn. R. R. Ferry. . . .to Jersey City. 

Pennsylvania R. R to Pittsburg. 

Pitts., Ft. W.& Ch.R.R.to Chicago. 

ROUTE No. 74. 
Pitts., Cin. & St.L. Ry..to Richmond. 
Cin. , Ham. & Day. R. R. . to Cincinnati. 

Mar. & Cin. R. R to Parkersburg. 

5fllt. & Ohio R. R to Baltimore. 

Phila., Wil.& Balt.R.R.to Philadelphia. 
Pennsylvania R. R. . . .to New York. 

Penn. R. R. Ferry to Jersey City. 

Pennsylvania R. R. . . .to Pittsburg. 
Pitts., Cin. &St.L. Ry..to Chicago. 

ROUTE No. 75. 
Pitts., Cin. & St.L. Ry..to Richmond. 
Cin., Ham. & Dav.R.R.to Cincinnati. 
Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to New York. 

Penn. R. R. Ferry to Jersey City. 

Pennsylvania R. R to Pittsburg. 

Pitt8.,Ft.W.&Ch.Ry..to Chicago. 



ROUTE No. 76. 

Pitts., Cin. & St.L.Ry..to Richmond. 
Cin.,Ham.& Day.R.R..to Cincinnati. 
Pitts. Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to New York. 

Penn. R. R. Ferry to Jersey City. 

Pennsylvania R. R to Pittsburg. 

Pitts., Cin. & St. L. Ry..to Chicago. 

ROUTE No. 77. 

Pitts., Cin. & St.L. Ry..to Richmond. 
Cin.,Ham.& Day.R.R.to Cincinnati. 
Pits., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to New York. 

Pavonia Ferry to Jersey City. 

Brie Ry to Susp. Bridge. 

Gt. Western of Canada to Detroit. 
Michigan Central R.R. to Chicago. 

ROUTE No. 78. 

Pitts.,Cin. & St.L. Ry..to Richmond. 
Cin., Ham. & Day.R.R..to Cincinnati. 
Pitts. Cin. & St.L, Ry..to Pittsbure. 

Pennsylvania R. R to New York. 

N. Y. C. & Hud. Riv. or I .„ iivo„„ 

H. R. Steamers r° Albany. 

N.Y.C.&H.R.R.R to^™™ 

Lake Shore &M. S.Ry.to Chicago. 

ROUTE No. 79. 

Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to New York. 

Penn. R. R. Ferry. . ,.to Jersey City. 

Pennsylvania R.R to Pittsburg. 

Pitts., Cin. & St.L. Ry..to Cincinnati. 
Cin.,Ham.& Dav.R.R..to Richmond. 
Pitts., Cin. & St.L. Ry..to Chicago. 

ROUTE No. 80. 

Pitts., Cin. & St.L..Ry..to Richmond. 

Cin., Ham. & Day to Cincinnati. 

Pitts., Cin. & St.L. Ry..to Pittsburg. 
Penasylvania R. R. . . to New York. 

Penn. R. R. Ferry to Jersey City. 

Pennsylvania R. R to Harrisburg. 

Northern Central Ry...to Sunbury. 

Phila. & Erie Ry to Erie. 

Lake Shore & M. S.Ry.to Chicago. 

ROUTE No 81. 

Pitts.,Cln. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R \o New York. 

Pennsylvania R. R. . . .to Philadelphia. 
Phila., Wil.& Balt.R.R.to Baltimore. 
Bait. & Potomac R.R... to Washington. 
Bait. & Potomac R.R... to Baltimore. 
Northern Central Ry. ..to Harrisburg. 

Pennsylvania R. R to Pittsburg. 

Pitts., Cin. & St.L.Ry..to Cincinnati. 
Cin.,Ham.&Day.R.R..to Richmond. 
Pitts., Cin. & St.L. Ry..to Chicago. 

ROUTE No. 83. 

Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to New York. 

N.Y.C. & H. Riv. R.R. or I .^ ilbanv 

H. R. Steamers r° ^'^^ny- 

N.Y.C.&H.R.R.R to]|Vfg-l°J4^ 

Lake Shore & M.S.Ry..to Sandusky. 
Put-in Bay Steamer.. to Put-in Bay. 
Put-in Bay Steamer. ..to Sandusky. 
Cin.,Sand.& Cl'v.R.R.to Urbana. 
Pitts., Cin. & St.L. Ry.. to StartingPoint 

ROUTE No. 83. 

Pitts., Cin. & St.L. Ry..to Pittsburg. 

Pennsylvania R. R to New Yotk, 

Pavonia Ferry to Jersey C ity. 

T-, . -D +„ j Buffalo via 

E"e Ry to JNiag. Falls. 

Lake Shore &M.S.Ry. .to Sandusky. 
Put-in Bay Steamer. ..to Put-in Bay. 
Put-in Bay Steamer. . .to Sandusky. 
Cin.,Sand. & Cl'v.R.R.to Springfield. 
crv.Col.Cin.&Ind.Ry. to StartingPoint 



EXCURSION TICKETS, 

Time Tables, Baggage Checks, and Information, may be obtained at tlie following 
OIFiFICIBS OIF TTT-E 



Depot Ticket Office, P. , C. & St. L. R'y, Anderson. Ind. 

- -- Bunker Hill, Ind. 

Cadiz, Ohio. 

" " Cambridge City, Irjd. 

City Ticket Office, 131 Randolph Street, ...Chicago, 111. 

Depot Ticket Office, cor. Clinton St. and Carroll Av., W. Side, Chicago, III. 

City Ticket Office, corner Vine and Baker Streets, Cincinnati, Ohio. 

City Ticket Office, under Grand Hotel, _ . Cincinnati, Ohio. 

City Ticket Office, 155 West Fourth Street, Cincinnati, Ohio. 

Depot Ticket Office, Little Miami Depot, Cincinnati, Ohio. 

Depot Ticket Office, P. , C. «& St. L. R'y, Circleville, Ohio. 

" " .Coshocton, Ohio. 

General Ticket Office, 219 North High Street, _ Columbus, Ohio. 

Union Depot Ticket Office, .-_ Columbus, Ohio. 

Union Depot Ticket Office, Dayton, Ohio. 

Depot Ticket Office, P., C. & St. L. R'y,--- ..Dennison, Ohio. 

" " --- - Greenville, Ohio. 

" " - --.. Hagerstown, Ind. 

" " Hartford, Ind. 

Union Depot Ticket Office, -.. Indianapolis, Ind. 

■Jity Ticket Office, Bates House Block, -Indianapolis, Ind. 

epot Ticket Office, P., C. & St. L. R'y, .-.Kokomo, Ind. 

" " -. --Knightstown. Ind. 

" " Lancaster, Ohio. 

" " London, Ohio. 

" " Logansport, Ind. 

" " Marion, Ind. 

" " : Morrow, Ohio. 

" " .- Newark, Ohio. 

" " --New Castle, Ind; 

" " - ---Newcomerstown, P'ii/, 

" ' " Piqua, Ohiq^ .'^-s '^ 

" Richmond, 1S.^A 'p' >* 

-Ridgeville, Ind."-''^^'' 

Springfield, Ohio. 

" C, S. &C. R. R. Springfield, Ohio. 

P., C. & St. L. R'y,... Sieubeuville, Ohio. 

" " Union City, Ind. 

" " Urbana, Ohio. 

Union Depot Ticket Office, Vincennes, Ind. 

Depot Ticket Office, P. , C. & St. L. R'y, . . ; Washington, Ohio. 

" " Washington, Pa. 

" " ..Wilmington, Ohio. 

Xenia, Ohio. 

Zanesville, Ohio. 



Baggage Oheckecl through to Baltimore, Washington, Philadelphia and New York. 



Excursion Tickets via the PAN HANDLE AND PENNSYLVANIA 
ROUTE will be sold by connecting railroad companies at principal 
ticket offices in the West, Northwest and Southwest. 

"W. L. O'BRIEN, 

Columbus, O., April 20th, 1876. General Passenger end Ticket Agent. 



i 



